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SHOP MANUAL 



Information and Instructions 



This individual Shop Manual is one unit of 
a series on agricultural wheel-type tractors. 
Contained in it are the necessary specifica- 
tions and the brief but terse procedural data 
needed by a mechanic when repairing a 
tractor on which he has had no previous 
actual experience. 

The material is arranged in a systematic 
order beginning with an index which is 
followed immediately by a Table of Con- 
densed ServiceSpecifications. These speci- 
fications include dimensions, clearances, 
capacities and tune-up information. Next 
in order of arrangement is the procedures 
section. 

In the procedures section, the order of 
presentation starts with the front axle sys- 
tem and steering and proceeds toward the 
rear axle. The last portion of the procedures 
section is devoted to the power take-off and 
power lift systems. Interspersed where 



needed in this section are additional tabu- 
lar specifications pertaining to wear limits, 
torquing, etc. 

Haw to use the index 

Suppose you want to know the procedure 
for R&R (remove and reinstall) of- the 
engine camshaft. Your first step is to look 
in the index under the main heading of 
"Engine" until you find the entry "Cam- 
shaft." Now read to the right. Under the 
column covering the tractor you are repair- 
ing, you will find a number which indicates 
the beginning paragraph pertaining to the 
camshaft. To locate this paragraph in the 
manual, turn the pages until the running 
index appearing on the top outside corner 
of each page contains the number you are 
seeking. In this paragraph, you will find 
the information concerning the removal of 
the camshaft. 



All rights reserved. Reproduction or use of editorial or pictorial content, in any manner, without express permission is prohibited. No 
patent liability is assumed with respect to the use of the information contained herein. While every precaution has been taken in the 
preparation of this book, the pub! isher assumes no responsibility for errors or omissions. Neither is any liability assumed for damages 
resulting from use of the information contained herein. Publication of the servicing information in this manual docs not imply approval 
of the manufacturers of the products covered. 

AN instructions and diagrams have been checked for accuracy and ease of application; however, success and safety in working with 
tools depend to a great extent upon individual accuracy, skill and caution. For this reason the publishers arc not able to guarantee the 
result of any procedure contained herein, nor can they assume responsibility forany damage to property or injury to persons occasioned 
from the procedures. Persons engaging in the procedures do so entirely at their own risk. 






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M\ 



INTERTEC PUBLISHING CORP. 

P.O. Box 12901, Overland Park, KS 66232-2901 



=www.maskimsten.net 



SHOP MANUAL 



MASSEY FERGUSON 

MODELS 

MF135 - MF150 - MF165 



Tractor serial number stamped on instrument panel name plate. 
Engine serial number stamped an side of engine. 



INDEX (By Starting Paragraph) 



MF135 

BELT PULLEY 227 

BRAKES 

Adjustment 223 

RGR and Overhaul ., £25 

CARBURETOR 132 

CLUTCH lEnglnc) 

Adjustment •■ 164 

Overhaul ■■•■- 169 

COOLING SYSTEM 

Pump and (en - ■ ■ ■ ■ l se 

Radiator •■■■ I5,1 

Thermostat f ■ ■ ■ ■ 155 

DIESEL FUEL SYSTEM 

Bleeding system — „...►■■■ 136 

Cold, weather starting eld ■■ 149 

Fuel Filters 135 

Injector nozzles 

Overhaul 145 

Remove and reinstall 139 

Testing 138,140 

Injection pump 

Governor 1*6 

Remove and reinstall 147 

Tinning I* 3 

Trouble shooting 13? 

DIFFERENTIAL 

Remove and reinstall 202 

Overhaul 203 

DIFFERENTIAL LOCK 

Adjustment 205 

Operation 201 

Remove and reinstall 206 

ELECTRICAL 

Alternator 161 

Alternator regulator 162 

Distributor 157 

Generator , , . . . 160 

Generator regulator ISO 

Starting motor 163 



MF150 


MF165 


227 


227 


223. 224 
225.226 


224 
226 


132 


132 


165 
171 


165 
171 


156 
154 
155 


156 
154 
155 


136 
149 
135 


136 
149 

135 


145 

139 
133. 140 


145 

139 

133. 140 


146 
147 
148 
137 


146 
147 
148 

137 


202 

203 


202 
203 


205 
204 
206 


205 
204 

2CS 


161 
102 
157 
160 
150 
163 


161 
162 

157 
160 
160 
103 



MF135 

NOH-DIESEL ENGINE MF135 

Assembly R&R 35,57 

Cam followers 43, E4 

Camshaft 47.77 

Connecting rods and bearings 51,84 

Crankshaft and bearings ... 52, 85 

Cylinder head 36, 5B 

Cylinder sleeves, 49, 82 

Engine Balancer ... 

Flywheel 54,31 

Front oil seal 4$. G8 

Ignition timing 159 

Main bearings 52, 85 

Oil pump 35, 94 

Pistons 49, B2 

Piston pins 50, 83 

Piston and rod removal .... 48., SI 

Piston rings 49, 82 

Relief valve 5S. 96 

Rear ail seal 53, 90 

Rocker arms 44, 86 

Tappets 43, 64 

Timing gear cover 45, 68 

Timing gears 46, 70 

Valve guides , 40, 61 

VaWos and seats 38, 59 

Valvo rotators 42 

Valve springs 41,63 

DIESEL ENGINE 

Assembly R&R 97 

Cam followers 102 

Camshaft + ... 118 

Connecting rods and bearings 122 

Crankshaft and bearings . . . 123 

Cylinder head 98 

Cylinder sleeves 120 

Engine adapter plate 124 

Flywheel - 128 

FTonl oil seal 106 

Main bearings 123 

Oil pan 129 

Oil pump , 130 

Pistons 120 

Piston ping 121 

Piston and rod removal .... 119 

Piston rings 120 

Relief valve 131 



MF1S0 


MJ165 


3S.57 


35,57 


43,64 


43,65 


47.77 


47.77 


51.84 


51,84 


52.65 


52.86 


36,58 


36,58 


49,32 


49,82 




37 


54.91 


54,91 


45.68 


45,69 


158 


158 


52,85 


52,86 


55.94 


55,95 


49,82 


49, B2 


50.83 


50,83 


48.81 


48.81 


49,82 


19,82 


58,98 


58,98 


53,90 


53,90 


44,66 


44,86 


43.64 


43.85 


45.68 


45,69 


46.70 


48,70 


40,61 


40,62 


38.59 


38,60 


42 


42 


47.68 


41.63 


S7 


97 


102 


102 


113 


118 


122 


122 


123 


123 


S3 


S8 


120 


120 


121 


124 


123 


128 


166 


106 


123 


123 


12= 


128 


130 


138 


120 


120 


121 


121 


119 


113 


120 


120 


131 


131 



INDEX (Cont'd). 



o 



DIESEL ENGINE (cont'd) 

Rear oil seal , 125 

Rocker arms 103 

Tappets 102 

Timing gear cover 106 

Timing gears 107 

Timing gear housing 117 

Valve guides 100 

Valves and seats ,, 99 

Valve springs 101 

Valve timing 105 

FINAL DRIVE 

Axle shaft and housing .... 209 

Bevel gears 207 

Differential R&R 202 

Differential overhaul .,„..,. 203 

Planetary gear assembly . . ... 

FRONT AXLE 

Axle main member I 

Axle pivot pin and bushing 1 

Dual wheels arid spindle . . ... 

Steering spindles - 4 

Single wheel and fork ...... ... 

Tie rods and/or drag links . . 5 

Toe-In 5 

GOVERNOR, NON-DIESEL 

Adjustment 150 

RfiR and overhaul , - 151 

HYDRAULIC SYSTEM 

Adjustment 239 

Auxiliary control valve .... 254 

Lift cover R6R . 247 

Operating pressure 240 

Pump 25] 

Rocfcshaft 248 

Work cylinder , 248 



125 


125 


103 


103 


102 


102 


106 


106 


10? 


107 


117 


117 


1C0 


100 


S3 


99 


10! 


101 


105 


105 


209.221 


221 


207 


207 


202 


202 


203 


203 


212 


212 



6 


6 


5 


5 


5 


S 


150 


150 


151 


152. 153 


239 


230 


254 


254 


247 


247 


240 


240 


251 


251 


2.10 


248 


24 3 


248 



MF135 

IGNITION SYSTEM 157 

POWER TAKE OFF 228, 231 

STEERING SYSTEM. MANUAL 

Adjustment „• 9 

Overhaul 14 

Remove and reinstall ....,, 13 

Upper pedestal ... 

STEERING SYSTEM, POWER 

Cylinder 29 

Gear unit 15 

Filling and bleeding 19 

Operating pressure 22 

Pedestal ,.......► ... 

Pump ,, ,„ „ 23 

Relief valve 22 

Trouble shooting 20 

Valves 28 

TRANSMISSION [Except Multi-Power) 

Countershaft 181 

Drive shaft and gear 177 

Main shaft 180 

Planetary unit 1S3 

Reverse idler 182 

ShifLer rails and forks 179 

Remove and reinstall 174 

R£R top cover 175 

TRANSMISSION (Multi-Power) 

Clutch 196 

Control valve 189 

Countershaft , . 198 

Input shaft 19S 

Mcinshafl 195 

Planetary unit 193 

Pump . . + ........ , 200 

Remove and reinstall ,,.,.. 187 

Shifter must and forks 1S3 



GENERAL 



CONDENSED SERVICE DATA 



MF13o 
Special 



MF150 


MF165 


157 


157 


228. 231 


723.23 1 


11 




1J 




16 




IS 




32 


32 


16 


IS 


19 


19 


22 


22 


33 


34 


23 


24 


22 


22 


21 


21 


31 


31 


1S1 


181 


177 


177 


180 


130 


183 


183 


182 


182 


179 


178 


174 


174 


175 


175 


136 


136 


189 


189 


198 


198 


196 


196 


195 


195 


193 


103 


200 


200 


137 


187 


189 


138 




Engine Make Coat! 

Engine Model 7,-134 

Number of Cylinders 4 

Bare— Inches 3.312 

Stroke— Inches • 3,375 

Displacement — Cu. In 134 

Compression Ratio 6.6: 1 

Main Bearings. No. of 3 

Cylinder Sleeves , Wet 

Forward Speeds 6 

Reverse Speeds 2 



Diesel 


Non-Diesel 


Non-Diesel 


Diesel 


Nerx-DIesel 


^Ton-Diesel 


Perkins 


Cont'l 


Perkins 


Perkins 


Cont'1 


Perkins 


AD3.152 


Z-145 


AG3.152 


AD4.203 


G-176 


AG4.212 


S 


4 


3 


4 


4 


4 


3.6 


3.375 


3.6 


S.6 


3.58 


3.875 


5.0 


4.1)62 


5.0 


5.0 


4.33 


4.5 


152 


145 


152 


203.5 


176 


212.3 


17.4:1 


7.1:1 


7.5:1 


18.6:1 


7.1:1 


7.0:1 


i 


3 


4 


6 


3 


!i 


Dry 


Wet 


Dry 


Dry 


Wet 


Dry 


6* 


6* 


6« 


6» 


6' 


6* 



Printed in U.S.A. 



COPYRIGHT 1969 BY INTERTEC PUBLISHING CORP.. 



12 forward. 4 reverse; if equipped with "Hultipower" Transmission. 



"■'". ■■"".'■■ ."' ~ ■' - J 



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CONDENSED SERVICE DATA (Cont'd) 



30" 



30" 



45" 



6° BTC 



12 
40 



475 rpm 
2225 rpm 
SOW rpm 



JIF13I 
Special 
TUNE- UP 

Firin^Order 1-3-4-2 

Valve Tappet Gap (Hot) 

Into** 0-M3 

Exhaust 0013 

Compression Pressure 

@ Cranking Speed 140-145 

Intake Valve Face 

Angle 

Intake Valve Seat 

Angle ■ 

Exhaust Valve Faco 

Angle 44 

Exhaust Valve Seat 

AnglB 

Timing (Ign. or Irrj.) 

Static 

High Idle 30 BTC 

Timing Location , , 

Battery 

Volts 

Capacity Amp/Hr 

Ground Polarity ■ Ne S- 

Distributor Contact 

Gap 0022 

Spark Flag Size - MjWB 

Electrode Gap * * WJZ5 

Injectors 

Opening Pressure 

Spray Hole Dia - 

Governed Speeds 

Engine 

Low Idle 

High Idle , 

Loaded 

Power Take-Off 

High Idle 707 rpm 

Loaded • 635 rpm 

Horsepower @ PTO Shaft* H.I 

'According To Nebraska Tests 
Hydraulic System 

Maximum Pressure' • 

Rated Delivery 

" Depending on. pump installed. 



SIZES - CAPACITIES - CLEARANCES 
(Clearances In Thousandths) 

Crankshaft Journal Diameter 2.243 

Crankpin Diameter 1.937 

Camshaft Journal Diameter: 

Front 1 SOS 

Cent&r ■• !-?« 

Rear 1.SS3 

Crankshaft Searing Clearance: 

Main Bearings 1,5-2.5 

Crankpin 0.3-2.3 

Crankshaft End Play , . . ■ 4-S 

Piston to Cylinder Clearance .,. 1-5-2.5 

Camshalt Bearing Clearance 3.5-4. b 

Camshaft End Play . * 3-7 

Cooling System — Quarts, . , 10 

Crankcase — Quarts ....... 6 

Transmission, Differential and 

Hyd. Lift— Gal * 

Power Steering — Qts. % 

Steering G-ear Housing — Quarts 1 

Planetary Final Drive - 

*MF15Q Diesel How Crop only 



-MFia*»clDHS-MF150- 



Xon-DIesel Non-Diesel Diesel 
(Continental) (Perkins) 



0.910 
0.910 


0.013 
0.013 

145-160 


0.O12 
0.015 


o.oio 

0.010 


44° 


80° 


45° 


44° 


45° 


3D' 


45" 


45" 



45° 

20° BTC 



6" BTC 

2S° BTC 



12 
95 
N'Cfi. 



2509 psi 
0.009S 



7O0rpm 

2150 rpm 
2900 rpm 

6S6 rpm 
635 rpm 
37.8 



12 
40 
Neg, 

0.022 
14mm 
0.025 



12" E1TC 
26° BTC 
Flywheel 



60 
Neg. 

0.021 
1-1 mm 
O.025 



II' 
45° 
24° ETC 



475 rpm 
2225 rpm 
2000 rpm 

707 rpm 
635 rpm 
35.4 



750 rpm 
2250 rpm 
2000 rpm 

708 rpm 
629 rpm 



96 
Nee,. 



2575 psi 
0.0O9S 



750 rpm 
2160 rpm 
2000 rpm 

680 rpm 
635 rpm 
52.4 



-See Paragraph 240- 



-4.5 or 4.S5 Epm*- 



Xon-PIesel lion- Diesel 
(Continental) (Perkins) 



0.016 
0.013 



0.012 
0.015 



45" 
45" 



6° BTC 12' BTC 

26° ETC 36° BTC 

C.P. 



41 
Net 

0.022 
1-1 mm 
9.025 



475 rpm 
2225 rpm 

2900 rpm 

707 rpm 
635 rpm 
46.9 



12 
60 
Neg. 

0,922 
14mm 
0.025 



750 rpm 
2259 rpm 
2000 rpm 

70S rpm 
629 rpm 



2.749 


2.248 


2.749 


2.749 


2.376 


2,999 


2.243 


1.937 


2.249 


2.249 


2.562 


2.499 


1.SG9 


1.S0S 


1.S69 


1.S69 


1.S0S 


1.997 


1.S59 


1.746 


1.859 


1.859 


1.74G 


1.987 


1.839 


1.683 


1.839 


1.839 


1.683 


1.967 


3-5 


1.5-2,5 


3-5 


3-5 


1.5-2.5 


2.5-4.5 


2.5-4 


0.3-2.3 


2.5-4 


2.5-4 


0.7-2.7 


1,5-3 


2-15 


4-S 


2-15 


2-14 


4-8 


2-15 


5-7 


1.5-2.5 




B-7 


1.5-2.5 




4-S 


2.5-4.5 


4-S 


4-S 


2.5-4.5 


2.5-5 


Sp. Loaded 


3-7 


Sp. Loaded 


3-6 


3-7 


4-16 


10.5 


10 


10.5 


10.5 


10.5 


10.5 


6.5 


6 


6.5 


8.5 


6 


8.5 


8 


8 


8 


8 


8 


8 


1 


% 


1 


1% 


Mi 


1% 


1 


1 


1 


1 


1 


1 


1«* 






1% 


IX 


1 



o 



o 



MF135-MF150-MF165 




FRONT SYSTEM 



Fig. 1 — Exploded view of 

front axle and associated 

parts used on Model MF> 

135. 



I. Pivot pit) 

■2, Front support 

3. Spacer 

rl. Spacer 

5. Axis center m*ni 

fi. Bushing 

7. Axla extension 
3. SDlmJlQ 
0. Eearlnj; 

10. BushEnjr 

11. Rafit-M rod 

12. Dust seal 

i:s_ SteerlnE arm 
U. Drag link 




Fig. 2 — Exploded View of front axle center 

member and associated ports used on 

Model MR 50. 



1. thrust pliile 



3, Bushing 

i, rival ttr.ickel 



. Tin rod 

. Tit roil end 

. SteerlT-f; arm 



o o 



MP13S tractors are available only in 
standard clearance, axle type. MT150 and 
MF165 units are available in. standard clear- 
ance, axle typo or high clearance (Row 
Crop) types with single or dual wheel tri- 
cycle or adjustable axle. Refer to the appro- 
priate following paragraphs for service pro- 
cedures. 



AXLE ASSEMBLY 

Model MF135 

1. Refer to Fig. 1 for an exploded 
view of axle and support assembly. 
Axle extensions (7) may be removed 
by disconnecting radius rod (11) and 



drag link (14); then unbolting axle 
extension from axle center (5). To 
renew the axle center member (5), 
first support the tractor and remove 
lower pan from grille. Unbolt axle 
extensions (7) from center member; 
remove pivot pin (1) and withdraw 
center member (5) from front support. 

A different front support (2) is used 
on gasoline and diesel models; how- 
ever, diesel front support may be used 
on gasoline tractor by installing spac- 
ers (3 & 4). 

All bushings are final sized and 
should not require reaming if care- 
fully installed. 



Model MF150 

2. Refer to Fig. 2 for an exploded 
view of axle center member, steer- 
ing tie rods and associated parts. Rear 
pivot bushing is located in front sup- 
port casting as shown in Fig, 3; axie 
extensions and steering spindles are 
similar to those shown in Fig. 4. 

To remove the axle main (center) 
member (5— Fig. 2), support tractor 
under engine, remove lower pan from 
grille and disconnect tie rods from 
spindle arms. .Remove both axle ex- 
tensions with wheels and spindles at- 
tached. Remove thrust plate (1) and 
save shims (2) for reinstallation. Re- 
move the cap screws retaining: pivot 
bracket (4) to front support casting 
and remove the pivot bracket. Pull 
center member (5} forward out of 
rear bushing. 



Paragraphs 1-3 




Fig. 3 — Axle pivol pin rear bushing ;s lo- 
cated in support housing as shown. 



Renew center member and/or bush- 
ings if clearance is excessive. Replace- 
ment bushings are pre-sized and will 
not require teaming if carefully in- 
stalled. Make certain, however, that 
lubrication holes in bushings are 
aligned with fitting holes in castings. 
When installing rear bushing (Fig. 3), 
remove grease fitting (F) and stake 
bushing in place by inserting a slim 
punch through grease fitting hole and 
indenting bushing into depression in 
upper wall of bushing bore. 

When installing axle center mem- 
ber, reverse the removal procedure 
and vary the number of shims (2 — 
Fig. 2) to obtain an end play of 0.002- 
0.00S when checked between rear face 
of pivot bracket (4) and front face 
of center member (5). Shims are 
available in thicknesses of 0.002, 0.005 
and 0.010. 



Model MF165 

3. Refer to Fig. 4 for exploded view 
of front axle and associated parts. 
Pivot pin (12) is retained in front 
Support Casting (15) by the cone point 
set screw (14). 

Axle center member (9) or the com- 
plete axle assembly can be dropped 
downward out of front support after 
removing pivot pin (12). Bushing {8 
& 10) and/or pivot pin (12) may be 
renewed at this time. When reinstall- 
ing, make sure the 3/32-inch thick 
thrust washer (11) is installed at rear 
of axle member (9), and vary the 
number and thickness of shims (7) to 
reduce end play to a minimum with- 
out binding. Shims (7) are available 



=www.maskimsten.net 



Paragraphs 4-7 



MASSEY- FERGUSON 




Fig. 4 — Exploded view of 
frenr support and axis as- 
sembly of the type used 
on Model HFU5. 

1, Sptnd]e 

2. Thrust washer 
x BueMmE 

4. Xxla ex Lena ion 

5, Dual seal 

G. Steering ftfm 

7. Shlma 

8. Bustling 

9. AtTg center member 

10. Bushing 

11. Thrust w&ahar 

12. Pivot pin 

13. BualiEEie 
U. Lock screw 
15. Front support 
10, Bughlntf 

IT- Tin rod 



in thicknesses of 0.029, O f 035 and 0.040; 
shims should be installed at front of 
axle center member as shown. 

SPINDLE BUSHINGS 

AIJ Models 

4. Each axle extension contains two 
renewable bushings (10 — Fig. 1 or 3 — 
Fig. 4) which require final sizing 
after installation to provide the rec- 
ommended 0.0035-0.005 clearance for 
the spindle, Nominal spindle diameter 
is 1 ^-inches for Model MF185 and 
iVi-inches for other models. 

TOE-IN, TIE-RODS AND/OR 
DRAG LINKS 

All Models 

5. Automotive type tie rod and drag 
link ends are used. Recommended toe- 
in is - Ya inch. On Model MF135, 
adjust both drag links an equal 
amount to obtain the recommended 
toe-in. On other models, remove the 
clamp bolt or loosen set screw on ad- 
justable tie rod, and turn the adjust- 
ing sleeve in or out as required, 

SINGLE WHEEL & FORK 
All Models So Equipped 

6. The fork-mounted single front 
■wheel is carried in taper roller bear- 
ings which should be adjusted to pro- 
vide a very slight rotational drag by 
removing the cotter pins and tighten- 
ing or loosening the castellated spindle 
nuts (1— Fig. 5). 

To remove the wheel fork, support 
tractor under engine and remove the 
grille lower panel. Remove the grille 
door and remove the sheet metal dust 
cap (16). Remove the retaining cap 
screws, thrust plate (15) and shim 



pack (14). Working through the open- 
ing provided in support casting (11), 
loosen the clamp bolt retaining steer- 
ing arm ( 19 ) to wheel fork. Raise 
front of tractor and at the same time, 
withdraw wheel fork (4) from below. 
CAUTION: Wheel fork must not be 
allowed to become cocked during re- 
moval, or seals and/or needle bear- 
ings may be damaged. 

Examine needle bearings (9 & 13), 
seals (5, 10 & 12) and needle thrust 
bearing (6, 7 & 8) and renew any 
questionable parts. When installing 
caged needle bearings, be sure to align 
oil hole in bearing cage with the oil 
feed holes in support casting (11). 

Install wheel fork by reversing the 
removal procedure. Vary the thick- 
ness of shim pack (14) to provide 
wheel fork with an end play of O.002- 
0.008. Shims are available in thick- 
nesses Of Oh002, 0.005 and 0.010. 

NOTE: The wh&?l fork and steering aim 
have a blind spline \o lacilitate- correct as- 
sembly. 

DUAL WHEEL SPINDLE & 
PEDESTAL 

All Models So Equipped 

7. Each of the dual wheels is 
mounted on taper roller bearings 
which should he adjusted to provide 
a very slight rotational drag. 

To remove the lower spindle and 
wheels assembly, support tractor un- 
der engine and remove grille door 
and lower grille panel. Remove the 
cap screw (C — Fig. 6), tab washer 
and flat washer. Working through the 
opening provided in support casting 
(11), loosen the clamp bolt securing 
steering arm (1) to spindle (2), and 




O 



o 



Fig. 5 — Exploded view of single- wheel foric, 

support casting and associated parts used 

on models so equipped. 



l. Nut 

i. Eccentric w» 

3. ASleshAit 

4. Wheel fcr!c 

5. Oil sea! 

<;. Lower ra.ee 

7. Bearing 

8. Upper race 
0. Nfttdfo bearl 



30. Oil K<al 

11.. Front support 

12. OllaarJ 

13. Needle boarlnff 
li, Shim 

13. Thru-at washer 
ItS. Dust cap 
13. Link 
IS. & Hiring arm 
13. Steering arm 



raise front of tractor while withdraw- 
ing spindle and wheels assembly from 
bottom of pedestal (7), 

Lower pedestal (7) can be removed 
from support casting at this time if 
necessary for renewal of pedestal or 
bearing cups (6 & 8). Examine bear- 
ing cups, cones and seals, and renew 
any damaged or questionable parts. 

Install by reversing the removal 
procedure, and tighten cap screw (C) 
to remove all spindle end play with- 
out causing bearing drag. 

NOTE: Steeling ann (1) and spindle (2) 
have a blind spline to facilitate correct in- 
stallation,. 



MF135-MF150-MF165 





Fig. £ — Exploded view of dual wheel ped- 
estal and associated parts. 

C. Cap scr*«v 

1. Ste^rlr-t' Arsn 

2. Spindle 

3. Wheel nvle 

4. Oil seal 

5. Bearing cone 
fi. Bearing cup 

7. Lower pedestal 

8. Bearing cup 

9. Benrlnc COne 
». Oil seal 

1 1 . Frotit support 



STEERING GEAR 

This section covers the mechanical steer- 
ing gear and associated parts used on all 
models. On tractors with power assist steer- 
ing, refer also to POWER STEERrWG SYS- 
TEM section for Information on power steer- 
ing pumps, valves and cylinders. Model 
MF165 is equipped with power steeiing only; 
ether models are optionally equipped with 
manual or power steering which use identi- 
cal or similar gear units. 

LUBRICATION 

AJI Models 

8. The recommended lubricant for 
steering gear on all models is SAE 90, 
mineral gear lubricant. Housing ca- 
pacity is approximately one quart. 
Oil level and filler plug is located on 
left side of steering gear housing on 
MF150 and MFlGa tractors. On Model 
MF135, filler plug is located on top, 
front of steering gear housing and 




Fig, 7 — Left side view ef steering gear 

housing used on Model MF 135, showing 

adjusrirtg screw (A! and cap screw (Lr 

which alto serves 05 oil level indicator. 



lubricant is maintained at level of 
left rear, side cover attaching cap 
screw (L — Fig. 7). 



ADJUSTMENT 

This section, covers only steering gear 
backlash adjustment; and steering shall 
bearing adjustment except on Model MF135 
with power steering. For steering valve ad- 
justment on power steering models, refer 
to ADJUSTMENT paragraphs oi POWER 
STEERING SYSTEM Section. 



Paragraphs 8-9 

Model MF13S 
9. BACKLASH ADJUSTMENT. 

Teeth of sector gears (E & C— Fig. 
8) are slightly taper^r! for backlash 
adjustment. Proceed as follows: 

Loosen the lccknuts and back out 
the adjusting screw (A) on each side 
of gear housing two full turns. Dis- 
connect both steering drag links at 
rear end, 

On power steering models, loosen 
and back out the Allen head cap 
screws retaining the power rack guide 
(42 — Fig. 11) at least two turns. 

On all models, working from right 
side of gear housing, tighten the right 
adjusting screw until all backlash is 
removed from LEFT sector arm, but 
gear does not bind when turned past 
center (straight-ahead) position. Ad- 
just right sector gear in the same 
manner, working from LEFT side of 
housing. With both gears properly ad- 
justed and drag links disconnected, 
roiling torque of steering wheel shaft 
measured at steering wheel rim should 
be approximately as follows: 

For manual steering models — 5 lbs. 

For power steering models — 2-2 Vz 
lbs. 

On power steering models, retigaten 
the power rack guide (42) after gears 
are ad j usted ; then, recheck rolling 
torque at steering wheel. If steering 
gear now binds or rolling torque is 
increased by more than % pound, re- 



Fig. 8 — Cutaway view ot 
steering gear of the type 
used on Model MF135. 

A, Adjusting screw 
E. Sector gear 
C. Sector Kcnr 

N". Ball nut 

5. Adjusting shims. 




Paragraphs 10-12 



MASSEY-FERGUSON 




Fig. ■5- On Models MF150 and MFlo5, 

rurn adjusting screw (Al on housing cover, 

to ad{uiT steering gear backlash. 



move rack guide (42) and record the 
torque; then add shims (41) of suffi- 
cient thickness to increase torque O-Vj 
lb. when rack is tightened. Shims are 
available in thicknesses of 0.003 f 0.005 
and 0.010. 

Left sector gear MUST be adjusted 
first on all models, with right gear 
loosened. If wormshaft bearing end 
play exists on manual steering models, 
bearings should be" adjusted as out- 
lined in paragraph 10, before attempt- 
ing to adjust backlash. 

NOTE: On power steering models, do not 
confuse steering shaft Ofld movement with 
gear backlash. R small amount of shaft 
movement must exist in order lo actuate the 
steering valve, 

10. WORMSHAFT BEARING AD- 
JUSTMENT. The steering wormshaft 
ball bearings used on manual steering 
models should be adjusted to a slight 
preload by adding or removing shims 
(S— Fig. 8) located between steering 
shaft housing and gear housing. Steer- 
ing shaft thrust load on power steer- 
ing models is carried on thrust bear- 
ings at steering control valve and a 
slight amount of end movement is re- 
quired to actuate the valve. 

If only the bearings are to be ad- 
justed without steering gear overhaul, 
disconnect both drag links at rear end 
and loosen both sector gear adjusting 
screws (A) two full turns as outlined 
in paragraph 9. Remove the steering 
wheel and the four cap screws secur- 
ing steering shaft housing to gear 



Fig. 10 — Exploded view 
of manual steering gear 
used an Model MFI35. 



I. Ivockniit 
E. Side cover 

3. "O" ring 

4. Adjusting screw 
Ti. Sector gear 

l>. Eteerini; tatm 
"t. Dust sen.1 
ft. Oil seal 
D. Bu string 

10. Housing 

11. Sector Ecur 

12. Adjusting BHi-ww 

13. "O -1 ring 
H. Side cover 
IS. T-oettnut 

lit, Ste^rlne rtmi 

1". rtuat aejil 

IS. Oil seal 

13. Dushlnp 

'20. Expansion plUfi 

21* Eearlne eui» 

■12. Eyelet 

TA r "Retainer 

24. Bearing cone 
■27.. Sliait & liftll CM 
STfi. It-carlnK pons- 
HT. Shim 

25, "O" rin;; 

"H\ Bearing cu|i 

30, Shaft housing 
ill. Bushing 




housing; then add or remove shims 
(S) as required to remove all end and 
side play without binding. Preload is 
correct when a turning effort of ^2-1^ 
lbs. (measured at steering wheel rim) 
is required to turn steering shaft with 
drag links disconnected and backlash 
adjustment loosened. Shims are avail- 
able in thicknesses of O.002, 0.005, 
0.010 and 0.030 and are furnished only 
in a shim kit assortment. 

Readjust backlash after bearing ad- 
justment as outlined in paragraph 9, 
If a suitable adjustment cannot be ob- 
tained, overhaul the steering gear as 
outlined in paragraph 14. 

Models MF150 - MF165 

11. BACKLASH ADJUSTMENT. 
Steering gear backlash is adjusted by- 
means of the adjusting screw (A— Fig. 
9) located on right side of steering 
gear housing. Turning the adjusting 
screw clockwise reduces the backlash. 
Adjustment is correct when a barely 
perceptible drag or resistance is felt 
when steering wheel is turned 
through the mid-position, and no 
backlash exists. Before attempting to 
adjust the backlash, first check the 
steering wheel shaft (camshaft) bear- 
ings as outlined in paragraph IS, and 
adjust the preload if required. 



12. CAMSHAFT BEARINGS. To 
check the camshaft bearings, first 
loosen the backlash adjusting screw 
(A— Fig. 9) at least two full turns. 
With adjustment screw loosened, 
check camshaft bearings for end play 
by pulling up and pushing down on 
steering wheel. Camshaft should turn 
freely with no perceptible looseness 
of bearings. 

If end play exists, unbolt the steer- 
ing column from gear housing and 
raise the column; then split and re- 
move a sufficient quantity of shims 
(10 — Fig. 14) to remove all end play. 
Shims are available in thicknesses of 
0.002, 0.003 and 0.010. Adjust steering 
gear backlash as outlined in para- 
graph 11 after camshaft bearings have 
been adjusted. 



OVERHAUL 
Model MF135 

The steering gear housing is combined 
■with the transmission tap cover and con- 
tains the gear shiit levers and neutral 
safety switch. Refer to Fig, 10 for an ex- 
ploded view ot gear unit used on manual 
steering models and to Fig. 11 for unit used 
on power steering tractors. Most service on 



o 



MF135-MF150-MF165 

steering 1 gear can be performed without re- 
moval of housing from tractor, however re- 
moval ts required for service on transmis- 
sion components. Hefer to paragraph 13 fat 
removal and installation of housing on all 
models: and to the appropriate paragraphs 
14 through 15 for service, which may be 
performed as outlined, with or without hous- 
ing removal. 

13. REMOVE AND REINSTALL. To 
remove the steering gear housing for 
other work or to prepare tractor for 
steering gear overhaul, proceed as fol- 
lows: 

Remove the hood, battery, engine 
air cleaner and steering wheel. Dis- 
connect the steering drag links at 
rear end. On diesel models, shut off 
fuel and disconnect fuel lines from fil- 
ters on left side of battery support. 
On all models, block up underneath 
fuel tank and remove fuel tank rear 
support; or remove the tank. Remove 
the oil pressure feed line. Disconnect 
front and rear throttle control rods 
from cross shaft. 

Disconnect fuel gage sender wire, 
the quick disconnect plug at starter 
switch, and the leads at the neutral 
safety switch. On models equipped 
with "Multi-power" transmission, dis- 
connect the linkage and remove shift 
lever. On all models, remove the 
screws securing instrument panel to 
battery support and lay support for- 
ward on tractor, being careful not to 
damage the heat indicator capillary 
tube. Unbolt and remove the battery 
support. 

Steering gear housing and trans- 
mission top cover assembly can be 
removed at this time by removing 
the securing cap screws; however, re- 
moval is not necessary for overhaul 
of the gear unit. Assemble and/or in- 
stall by reversing the removal pro- 
cedure. Bleed fuel system on diesel 
models as outlined in paragraph 136, 
and adjust "Multi - p o wer" control 
linkage on models so equipped as out- 
lined in paragraph 185. 

14. OVERHAUL MANUAL GEAR. 
Refer to Fig. 10. To disassemble the 
steering gear, first remove steering 
arms (6 & 16) and the cap screws re- 
taining side covers (2 & 14). Check 
splined ends of pinion shafts (5 & 11) 
and remove any paint, burrs or rust 
which might damage bearings and 
seals when shafts are removed; then 
remove pinion shafts and side coveTS 
as assemblies by bumping threaded 
end of shafts with a soft hammer or 
block. With pinion shafts removed, 



=www.maskinisten.net 

Paragraphs 13-15 



Fig. 11 — Exploded view 

of power steering gear 

used on Model MF135. 

Refer aise to Fig. 1 0. 

S2; Cylinder 
S3. Gasket 
."4. Piston rintfii 
35; Piston 
SO, Adapter 
37. Seal 
33. PtsLon rod 
30. Rack 

41. Shims 

42. Guide, cover 
J3. Xwdle bearlne 
I'l. Aclivptur Siouslnc 
-jr.. Oil seal 

id. "O" ring 
47. Eenrlne rac* 
-IS. Thrust bearing 
■10. Be.irlnfr r.-iee 
SO. Valve body 
fi.1. Valve spool 
m. BeaxlnfT MUM 
r.3. Thrust bearing 
M. Hearing raco 
55. Belleville washM 
B6. Nut 
B7„ OH seal 



unbolt steering shaft housing (30); 
then withdraw housing and shaft & 
ball nut assembly (25). 

Shaft and ball nut unit (25) is 
available only as an assembly and 
component parts are not serviced. If 
trouble exists, the complete shaft as- 
sembly must be renewed, with no 
attempt made at disassembly. 

Shims <S) on adjusting screws (4 & 
12) are available in thicknesses of 
0.063, 0,065, 0.067 and 0.069. When as- 
sembling the steering gear, use a shim 
of the proper thickness to provide a 
minimum clearance without binding 
between adjusting screw head and 
slot in pinion shaft (a or 11). 

When reassembling the steering 
gear, install shaft and ball nut as- 
sembly (2o), using a shim pack (27) 
of correct thickness to provide a very 
slight preload to steering shaft bear- 
ings. Shims are available in thick- 
nesses Of 0.002, Q.005, 0.010 and 0.030 
in a shim kit assortment only. Turn 
steering shaft until lower tooth on 
ball nut (25) is visible through right 
side opening of housing and install 
pinion shaft (11) with solid portion 
down and first tooth of ball nut 
meshed in first tooth space of pinion 
shaft 

Turn steering shaft until center 
tooth on upper portion of pinion shaft 
(11) is in line with left side opening 
in housing and install pinion shaft (5) 
with center groove mating with upper 
center tooth on shaft (11). When prop- 
erly installed, steering wheel should 
rotate BVz turns from lock to lock. 
Complete the assembly by reversing 




the disassembly procedure. Fill gear 
housing with lubricant and adjust 
backlash as outlined in paragraph 9. 

15. OVERHAUL POWER STEER- 
ING GEAR. Refer to Fig. 11 for ex- 
ploded view of steering gear. To dis- 
assemble the gear, first disconnect the 
two hoses and external lines from, 
steering valve and cylinder. Remove 
the steering wheel, steering arms and 
the cap screws retaining steering gear 
side covers. Check splined ends of pin- 
ion shafts (5 & 11) and remove any 
paint, burrs or rust which might dam- 
age bearings and seals when shafts 
are removed. Unbolt and remove the 
power rack guide cover (42), being 
careful not to lose the shim pack 
(41). Remove pinion gears (5 & 11) 
and their respective side covers using 
a plastic hammer; then unbolt and re- 
move cylinder (32) and steering shaft 
(25) and associated parts from gear 
housing (10), 

Refer to paragraph £9 for service on 
the steering cylinder and to paragraph 
28 for disassembly procedure of steer- 
ing shaft and service on steering 
valve. 

Steering shaft (25) is available only 
as an assembly with the ball nut; if 
any part is damaged, the complete 
assembly must be installed, therefore 
disassembly of ball nut should not be 
attempted. 



8 



Paragraphs 14-18 



MASSEY-FERGUSON 



When reassembling the steering 
gear, first reinstall steering shaft as- 
sembly and power piston assembly. 
DO NOT install rack guide (42) at this 
time. Turn steering shaft until lower 
tootlfun ball nut is aligned with right 
s:ide cover opening then install pinion 
gear (II) with first tooth space (next 
to blank portion) meshed with lower 
tooth on ball nut. If not previously 
done t remove side cover from pinion 
gear (5) by threading adjusting screw 
out of cover. Turn steering wheel 
shaft until middle tooth space on up- 
per part of pinion gear (11) is cen- 
tered in left side cover opening and 
slide pinion rack (39) until middle 
tooth space is centered on top por- 
tion of side opening. Insert upper pin- 
ion gear (5) through left side open- 
ing with center tooth of each gear 
portion meshed with the previously 
aligned mating tooth spaces as shown 
in Fig. 12. Complete the assembly by 
reversing the disassembly procedure, 
omitting installation of the power pis- 
ton rack guide until backlash is ad- 
justed as follows: 

With both backlash adjusting screws 
backed out and rack guide removed, 
turn steering wheel to the center or 
mid-position. Turn right side adjust- 
ing screw until a pull of 1*4-1% lbs. 
(measured at steering wheel rim) is 
required to turn siteering wheel 
through the mid-position. Turn left 
side adjusting screw until rolling 
torque is increased to 2-2'A lbs. when 
measured in the same manner. Us- 
ing the removed shim pack or one of 
equal thickness, reinstall and tighten 
rack guide (42— Fig. 11); then recheck 




Fig. 12 — Sector gears must be correctly 
timed during installation. Rrier to reirt. 



10 



Fig. 14 — Exploded view 

of steering gear of the 

type used on Models MF- 

150 and MF-165. 



iMFi<;. r o 



1. Sieerlnn Rj 

V. Steering ni 

1!. Oil aenl 

3. BUthlnE 

t. Housing 

5. ISufihini; 

fl. Stud (MFlSu) 

1, Lever share 1MK1M) 

V. Levershn.fi CMFUS3 

B. SM« cover 

D. .Adjusting screw 

i, gbtma 

. Hearing nun 

, IlpnrlnR 

. Worm tftta.lt 

, Bearing 

i, Hearing cii|i 

i. "Q" riftg 

. SMeribff columa 



the rolling torque by turning steer- 
ing wheel through the mid-position. 
If shim adjustment is correct, rolling 
torque should now read Ya-hk lh. 
greater than last previous reading. 
If reading is unchanged, remove rack 
guide and discard a shim or shims 
and recheck. If steering gear binds or 
rolling torque is increased by more 
than % lb., add shims. Shims (41) are 
available in thicknesses of 0.003, 0.005 
and 0.010. Refill steering gear with 
SAE 90 gear oil until fluid is level 
with side cover retaining cap screw 
<L — Fig. 7). Housing may be filled 
with a suitable pump gun through cap 
screw hole (L), or by removing 
breather located on top of gear hous- 
ing. 

Models MF150 - MM 65 

16. REMOVE AND REINSTALL, To 
remove the steering gear, remove 
hood, rear side panels, battery, steer- 
ing wheel and instrument panel. Re- 
move fuel tank; or block up tank and 
remove rear support and support 
frame. Steering gear housing may now 
be removed; or overhauled without 
removal from transmission housing. 
Install by reversing the removal pro- 
cedure. 

17. OVERHAUL. Refer to Fig. 14. 
To overhaul the steering gear, re- 
move pitman arm (1 or 1A) from pit- 
man shaft (7 or 7A), Remove side 
cover (8) and withdraw lever shaft 
and stud assembly (7 or 7A) from 
housing (4). 




Remove steering column (17) and 
steering shaft (13), saving shim pack 
(10) for reinstallation when gear is 
reassembled. 

Examine all parts and renew any 
which are questionable. The roller 
bearing type lever stud (6) used On 
MF150 is renewable. Tighten the stud 
nut to provide a rolling torque of 
6-8 inch pounds for the stud bearings. 
Bushings (3 & 5) for the lever shaft 
should be reamed after installation, 
to an inside diameter of 1.6235-1.625, 
to provide a diametral clearance of 
0.O0O5-0.OO3 for the lever shaft. Pit- 
man arm (1 or 1A) and shaft are pro- 
vided with a master spline for correct 
timing. Arm should point up on Model 
MF150; down on Model MF165. When 
installing camshaft (13), vary the 
thickness of shim, pack (10) to remove 
all end play and provide camshaft 
bearings with a very slight drag when 
camshaft is turned in bearings. Shims 
are available in thicknesses of 0.002, 
0.003 and 0.010. Adjust steering gear 
backlash as outlined in paragraph 11, 
after unit is reassembled. 



18. FRONT STEERING PEDESTAL 
(Model MF1S0, Manual Steering). 

NOTE: For service on front steering 
pedestal on power steering models, 
refer to paragraph 33 or 34. 

To remove the upper steering ped- 
estal (10 — Fig. IB) and associated 
parts, first remove the grille, grille 
pan and left side panel. Loosen the 
cap screw retaining steering arm to 



O 



MF135-MF150- MF165 



swww.maskinisten.net 

Paragraphs 19-20 




Fig. 17 — Cutaway view of 

power fleering- system of 

the type used on Model 

MR 35. 



Fig. 15 — Exploded view of front support 

and upper steering pedestal used an Model 

MF150 with manual steering* 



lower end of pedestal shaft (7) and 
disconnect drag link. (2) at forward 
end. Remove the capscrews retaining 
pedestal housing (10) to front support 
(13) and lift off the unit. 

Remove nut (4) and disassemble the 
unit. Examine all parts and renew any 
which are worn, scored or damaged. 




Ream bushings (9 & 11) after installa- 
tion, to an inside diameter of 1.5005- 
1.5015. Pedestal shaft (7) should have 
a diametral clearance of 0.0005-0.002 
In bushings. Assemble the unit by re- 
versing the disassembly procedure. 
Steering arms and shaft (7) are pro- 
vided with master splines for correct 
assembly. 



POWER STEERING SYSTEM 



NOTE: The maintenance ol absolute elccn- 
liness is of utmost importance in the opera- 
lion and servicing of the hydraulic power 
steering system, Of equal importance is the 
avoidance of nicks and burrs on any gf 
the working parts. 

FILLING AND BLEEDING 

All Models 

19. Fluid capacity is 2/3 qt. for 
MF135 or MF150 non-diesel- lft qts. 
for MF165 non-diesel; 1 qt. for MF135 
or 1WF15Q diesel; and 1 2/3 c.ts. for 
MF165 diesel. Automatic Transmission 
fluid, Type A, is the recommended 
operating fluid for all models. The 
.power steering fluid reservoir is 
mounted on the gear-driven power 
steering pump, on left side of engine 
block on MFlGa diesel, right side of 
block on other models. Fluid should be 
maintained at level of filler plug on 



diesel models and at "FLUID LEVEL" 
mark on side of reservoir on non- 
diesels. 

To bleed the system, fill reservoir 
and start the engine, then maintain 
fluid level at or near full level by- 
adding fluid, as steering wheel is 
turned to bleed air from the system. 



Fig. IE — Cross sectional 
view of power sreering 
system of rhe type used 
on Mode] MFI50, Model 
MF145 steering is similar 
in operation, but differs 
in appearance and' con- 
sr nicr ion. 



TROUBLE SHOOTING 
Model MF135 

20. On Model MF135, the power 
steering control valve is actuated by 
vertical movement of steering wheel 
shaft and power is applied at the 
steering gear; refer to Fig. 17. The 
power steering pump is gear driven 
from the engine camshaft. 

Loss of power assistance could be 
caused by lack of fluid, a sticking 
control valve, internal leakage within 
the cylinder an improperly adjusted 
or malfunctioning relief valve or a 
malfunctioning pump, 

Erratic action could be caused by 
air in the system, a sticking control 
valve, binding in steering gear or 
linkage, or the use of incorrect oper- 
ating fluid. 




u 



=www.maskimsten.net 



MF135-MF150- MF165 



Paragraphs 22-26 




14 » 12 ii in 9 



Fig. 22 — Exploded view 


o! WoosTer power steer- 


ing pvmp of the type used 


on MR* 5 diesel. 


l T 


Reservnlr 


2. 


Stud 


:■: 


Spring 


4. 


Spring 3*M 




Filler 


C. 


Retainer 




Rear cover 


B. 


Seal 


tt. 


Vulve scat 


10 


Valve ball 


11. 


Retainer 


12. 


Spring 


13. 


Adjusting screw 


14. 


Ptuff 


ir. 


rump bofiy 






17, 


Follow jc&ftf 


18 


Driver penr 


19. 


Seal 


20. 


Front cover 


21 


Seal 


22 


Drive near 



the cylinder is extended in making a left- 
hand lurn; on Model MF16S. the cylinder 
retracts. Lengthening the valve link will 
cause Model MF150 ta seli-steer to the right; 
Model MF16S to self-sloer to the left. Refer 
Lo the proper adjustment paragraphs when 
making the adjustments. 



SYSTEM OPERATING PRESSURE 
AND RELIEF VALVE 

All Models 

22. A pressure test of the hydraulic 
circuit will disclose whether the 
pump, relief valve or same other unit 
in the system Ls malfunctioning. To 
make the test, proceed as follows: 

Connect a pressure test gage and 
shut-off valve in series with the pump 
pressure line as shown in Fig. 19. 
Note that the pressure gage is con- 
nected in the circuit between the 
shut-off valve and the pump. Open 
the shut-off valve and run engine 
until operating fluid is warm. Open 
the throttle and close the shut-off 
valve only long enough to obtain a 
reading. Gage reading should be 1100 
psi; if it is not, either the pump or re- 
lief valve is malfunctioning. On Model 
HF16S diesel, the relief valve can be 
adjusted after removing the expan- 
sion plug (14— Fig. 22). On all other 
models, the relief valve cartridge 
(14 — Fig, 20 or 21) is renewable only 
as a unit, and is not adjustable. 



POWER STEERING PUMP 

Model MFI65 diesel tractor is equipped 
wiih a Wooster. gear typo pump shown ex- 
ploded in Fig. 22. All other models use a 
Cessna gear type pump, refer to Fig. 20 



or 21. All pumps are gear driven from the 
engine camshaft. Refer, to the apptapriate 
following paragraphs for overhaul proce 
dures. 

Cessna Pump 

23. Refer to Fig. 20 or Fig. 21 for 
exploded view of pump. Jf pump body 
or gears are worn or scored, it is 
recommended that the complete pump 
be renewed. 

When reassembling the pump, make 
sure that check valve (4) is properly 
installed in the correct hole. Install 
diaphragm seal (5) open side down 
and work the seal firmly in its groove 
using a blunt tool. Press protecter 
gasket <6) and plastic gasket (7) into 
relief in diaphragm seal; then install 
diaphragm (8) with bronze face 
toward the gears. Install shaft seal (2) 
with lip toward inside of pump. After 
assembly, pump should have a slight 
amount of drag, but should rotate 
evenly. 

Bleed the system as outlined in par- 
agraph 19 after pump is reinstalled. 

Wooster Pump 

24. Refer to Fig. 22 for an exploox-d 
view of pump. All parts are available 
individually; however, it is recom- 
mended that the pump gears (17 & 
18) and four bearings (16) be renewed 
at the same time if any are damaged 
because of wear or scoring. If center 
housing (15) is also worn or scored, 
it is recommended that the pump he 
renewed. 

To assemble the pump, lubricate the 
large "O" ring (8) and the two small 
"O" rings (R) and install them in 
their grooves; then position center 
housing (15) on rear body (7) and 



secure by temporarily installing two 
of the assembly bolts. Fit two of the 
bearings (16) in center housing with 
relief grooves up {toward gear 
pocket). Position the gears (17 & IS) 
in the installed bearings; then install 
the remaining bearings (16) with oil 
relief grooves toward gears. Install 
seal (21) in housing (20) with lip 
toward the rear, after first coating 
outside of seal with a sealing com- 
pound. Lubricate and install the re- 
maining "O" ring (S) and seal strip 
(19) in housing (20). Lubricate the 
lip of oil seal (21). Remove the two 
previously installed assembly bolts; 
then carefully slide housing (20) over 
extended portion of gear shaft (18). 
install the four assembly bolts and 
tighten evenly to a torque of 28-32 ft.- 
Ibs. 

Fill and bleed the system as out- 
lined in paragraph 19, after pump is 
installed and check and adjust relief 
pressure as outlined in paragraph 22. 



ADJUSTMENT 

Model MF135 

25, On Model MF135 tractors, all 
adjustments of the power steering 
control valve and cylinder are a nec- 
essary part of the overhaul procedure, 
and no external adjustments are pro- 
vided. Refer to paragraph 28 for over- 
haul and adjustment procedure for 
the control valve; and to paragraph 
29 for steering cylinder. 

Model MF150 

26. Adjustments are provided for 
synchronization of control valve link- 
age and for valve sensitivity. Refer 
to Fig. 23 and proceed as follows: 

Open the grille door and remove 
pin (P) connecting the valve linkage 
to actuating arm. With engine run- 
ning at about V^-throttle and wheels 
in a straight-ahead position, fully 
loosen the locknut (L) and turn ad- 
justing pin (1) clockwise until it bot- 
toms. Loosen both locknuts (N) and 
turn linkage nut (2) if necessary, un- 
til linkage pin (P) can be inserted 
through actuating arm and link with- 
out moving the control valve. Install 
and secure the pin (P). With linkage 
connected, back out the adjusting pin 
(1) seven full turns. 

Check the adjustment by turning 
steering wheel. If more ease of steer- 
ing is desired, back out adjusting pin 
(1) an additional amount. Do not back 
out pin. (1) more than 12 turns. 

With linkage properly adj usted, 
steering effort should be approxi- 
mately equal for a right-hand or left- 
hand turn. If tractor steers more easily 



13 



Paragraph 21 



MASSEY* FERGUSON 



SHUT-OFF 
VALVE 




3. Mounting plnle 
■I, Check -valve 
fh. DliLphra^ni 
fi. Protector 
7. Cn.3kel 
ft. Diaplir.^iii 
0. Snap rinses 
11), Pump t'e.T-r A- *3ia 

11. Dump gcir 

12. Pump body 

13. ChcCK ball 

14. RelteC v.xUo 

15. Reservoir 
lfi. Adapter 
IT. Filler 
IS. Spring 
1'J. Cover 



CBLS£UR£ LIKE 



Fig. 19 — View of typical power s! wring 

pump with pressure gage and shut-oft 

valve installed for checking relief pressure. 

Refer lo> text. 



Most causes of failure are accom- 
panied by characteristic noises which 
will indicate the probable cause. A 
careful evaluation of the noise and 
careful inspection will usually help 
in pinpointing the cause of trouble. 



Models. MF150 - MF165 

21. On these models, the power 
steering control valve is mounted on 
the cylinder and attached to the front 
steering pedestal located inside the 
radiator grille. Refer to Fig, 18. Ex- 
ternal adjustments arc provided for 
steering sensitivity and synchroniza- 
tion of the control valve with wheel 
movement. 

Loss of power assistance in one di- 
rection only, is most likely caused 
by improper adjustment of the con- 
trol valve link. 

Loss of power assistance in both di- 
rections is most likely caused by im- 
proper adjustment of the sensitivity 
adjusting screw, but could be caused 
by lack of fluid, a sticking control 
valve, internal leakage within the cyl- 
inder, an improperly adjusted or mal- 
functioning relief valve or a malfunc- 
tioning pump. 

Erratic action could be caused by 
air in the system, & sticking control 
valve, improper adjustment, wear or 
binding in steering linkage or the use 
of incorrect operating fluid. 

Shimmy could be caused by an im- 
properly adjusted sensitivity screw or 
wear in steering linkage. 

NOTE: Although the operating principles 
and general appearance is similar on MF150 
and MF1$5, ihe action of iho valve and 
cylinder are reversed. On Model MF150, 

12 



/ 

Pig, 20 — Exploded view of 

Cessna power steering 

pump ef the type used on 

gasoline models. 




Fig. 21 



-Exploded view of Cessna power steering pump of the type used on three cylin- 
der diesel models. Refer to Fig. 20 for parts identification. 



swww.maskinisten.net 



Paragraphs 27-28 



MASSEY-FERGUSON 




Fig. 23— Cross sectional view of upper 
pedestal acid actuating linkage used en 
Model MF15Q. Sensitivity is adjusted by 
turning the tapered pin (11 in or out of 
actuating arm. Yalve is synefcronijed by 
lengthening or shortening [ink 121. Refer 
to te*t for details. 



when making a right-hand turn, 
shorten valve link slightly by turn- 
ing adjusting sleeve (2). If tractor 
steers more easily to the left, lengthen 
the valve link. 

Tighten locknuts (L & N) when ad- 
justment is correct, then recheck to 
be sure adjustment has not changed 
when locknuts were tightened. 

Model MF165 

27 . Adjustments are provided for 
valve sensitivity and synchronization 
of the valve linkage. Refer to Fig. 24 
and proceed as follows: 

Open the grille door and remove 
pin (P) which connects valve link (L> 
to actuating arm {A). With engine 
running at about ^-throttle and 
wheels in a straight-ahead position 
loosen lockout (1) and turn adjusting 




p[g. 24 — View of power steering cylinder 
and actuating linkage used on Model MF- 
155. Valve is synchronized by shortening or 
lengthening link [LJ : sensitivity adjusted 
by turning the tapered pin (21 in or out 
of arm (A). 



14 



pin (2) clockwise until it bottoms, 
Loosen the two locknuts (N) and turn 
adjusting sleeve (S) until pin (P) 
can be reinserted without moving con- 
trol valve. Install and secure pin (P); 
then back out adjusting pin (2) seven 
full turns. 

Check the adjustment by turning 
steering wheel. Sensitivity can be in- 
creased by backing out adjusting pin 
or decreased by turning in the pin. 
It tractor steers easier when making 
a right-hand turn, lengthen valve link 
(L). If tractor steers more easily to 
left, shorten link (L). 

Tighten the locknuts (I & N) when 
adjustment is correct, then recheck 
the steering response, making adjust- 
ments as required. 

CONTROL VALVE & CYLINDER 
Model MF135 

28. CONTROL VALVE. For service 
on the control valve, first disassemble 
the steering gear as outlined in para- 
graph 15. Refer to Fig. 25. 

Remove the three cap screws se- 
curing the valve housing and shaft 
housing (30) to adapter (44) and lift 
off shaft housing (30). Clamp steering 
shaft (25) in a vise and unstake and 
remove adjusting nut (56). Shaft as- 
sembly (25) can now be withdrawn 
downward out of control valve and 
adapter (44). Needle bearing (43) can 
be renewed at this time. 

Thrust bearings (43 & 53) are avail- 
able only as assemblies which includes 
the respective thrust washers (races). 
Valve housing (50) and valve spool 
(51) are available only as a matched 
pair. 

Disassemble and clean the valve and 
examine for wear, scoring or other 
damage. The locating groove on in- 
side of valve spool and port markings 
(PR & RT) serve as match marks 
when assembling valve and spool. 
Markings are identified by symbol 
(L — Fig. 26). Install valve body and 
spool on steering shaft with match 
marks (L) toward the top, away from 
gear housing. Five ball-check type ac- 
tuating plunger assemblies (P) are 
used; refer to Fig. 27 for correct as- 
sembly and installation of plunger 
units. Solid plunger (1) goes toward 
the top, away from gear housing. In- 
stall upper thrust bearing, washer 
(55 — Fig. 25) and nut (56). Clamp the 
steering shaft in a vise and tighten 
nut (56) to a torque of approximately 
30 ft. -lbs.; then back nut off J4-turn 
and stake in place, to establish the 
correct shaft movement to actuate the 
valve. Assemble the steering gear as 
outlined in paragraph 15, then bleed 
the system as in paragraph 19. 




0*5* 

48 
45 




S5, Shaft 

:i(). SIiafL houscLnt' 

43, Neffflle iwartni 

4-1, Adapter 

4fi, "O" ring 

47. Bearfnc rice 

48. Thrust bearing 
4U. Be/Li-Ine 
!JO. Valve tody 
BL Valve spool 
52, Bearing rn.e& 
.VS. Thrust beatlttg 
"j4. lifcirlnn race 
KB, J ■<■;:■■■-;:!.■ WMhei 
,-hU. Mint 

■Vf. Seal 



Fig. 25— Exploded view of Model MFI35 
steering shaft and ball nut assembly, Steer- 
ing Valve and associated parts. 







MFT35-MF150-MF165 



o 




Fig. 26 — When assembling the control 
valve, mafce sure that mattH marks {LI are 
to the top and that plunger assemblies (P) 
are installed as shown. Refer to text and 
to Fig, 27. 




1. Solid plunder 

2. Reaction SPriHR 

3. Spacer block 

4. Cheek ball 

5. Metering plunder 



Fig. 27 — Cross sectional view of ball check 
plunger showing correct -assembly. Solid 
plunger (11 goes to top when unit is in- 
stalled. 



29. STEERING CYLINDER. To 

overhaul the steering cylinder, parti- 
ally disassemble steering gear as out- 
lined in paragraph 15. 

Using a lead or plastic hammer, 
bump the cylinder off of cylinder end 
plate and piston. Remove the self- 
locking nut retaining piston to piston 
rod and withdraw piston rod from pis- 




Fig, 23 — Installed view of MFT35 steer- 
ing valve. Correct adjustment Is obtained 
by tightening nut (Nl; then backing nut 
off V-t-turn and stalling ta shaft. Refer to 
text. 




Fig. 29 — Partially disassembled view of 

power steering rack and cylinder used on 

Model MF135. Refer to text and to Fig. 

11. 

ton and end plate. Disassemble only 
far enough to thoroughly clean and 
examine all parts. 

Renew seals and sealing "O" rings 
and any other parts which are worn, 
scored or questionable. Reassemble by 
reversing the disassembly procedure 
and install and adjust the steering 
gear as outlined in paragraph 15. 

Models MF150 - MF165 

30. REMOVE AND REINSTALL. To 
remove the steering valve and cylin- 
der unit, first remove grille door and 
disconnect hydraulic pressure and re- 
turn lines at valve housing. Disconnect 
control link at actuating arm. Remove 
piston rod anchor pin and cylinder 
pivot pin and lift out the complete 
cylinder and valve unit. 

Reinstall by reversing the removal 
procedure, bleed the system as out- 
lined in paragraph 19 and adjust the 
valve as in paragraph 2E or 27. 



Fig. 30 — Cross sectional 
view of power steering 
control valve of the type 
used on Models MF15Q 
and MF165. Refer to Fig. 
31 far parts identification 
except for the following. 



A. Pressure iwrt 
i>. Return pert 
C. Cross dilllins 
r>. Pressure passage 
E. Pressure pasa&ce 



Paragraphs 29-32 

31. OVERHAUL VALVE, To disas- 
semble the control valve, refer to Fig. 
30 and proceed as follows: 

Remove end cover (13). Turn valve 
spool (17) until cross-drilling (C) is 
visible through return, port (B) and 
carefully insert a small punch through 
port (B) and drilling (C). Insert a 
second punch through pin hole (F) in 
end of valve rod (24) and unscrew 
rod end (24) from valve (17) by 
by turning rod end counter-clockwise. 
Remove seal (16) and snap ring (22). 

NOTE; Snap ring (22) is spiral type 
in valve used on Model MF150 and 
Tru-Arc type on Model MF165. 

With seal and snap ring removed, 
push the valve (17), centering washers 
(20) and centering spring (21) out of 
valve bore. 

Examine valve bore and spool for 
wear, scoring or other damage, spool 
and valve housing are available sep- 
arately and do not require selective 
fitting. Refer to Fig. 31 for an ex- 
ploded view of valve and cylinder 
unit. 

When assembling the valve spool, 
install a new "O" ring (IS) in annular 
groove on valve spool, lubricate the 
"0" ring with petroleum jelly and 
insert valve spool carefully from 
spring end of bore. Install end cap 
(13) using a new "O" ring (15) to 
prevent spool from sliding too far into 
bore. With spring end of valve bare 
up, install centering washers (20), 
spring (21) and snap ring (22). In- 
stall seal (16). Insert a small punch 
through return port (B — Fig. 30) and 
cross drilling (C), make sure w O" ring 
(23) is properly positioned, and thread 
rod end (24) into control valve (17). 
Reinstall cylinder and valve unit as 
outlined in paragraph 30. 

32. OVERHAUL CYLINDER, To 

overhaul the power steering cylinder, 
first remove the cylinder as outlined 
in paragraph 30. Refer to Fig. 31. 




15 



swww.maskinisten.net 



Paragraph 33 



1. End cap 

2. lockup ring- 

3. "©" Ting 
■I, Cylinder tube 
7i. Backup rlnj 
a. "0" rlnc 

7. Flslon ring 

8. Throuylt-bolis 
ft. Piston & rod t 

10. Valve body 

11. Rati seal 

12. Wiper 
U. VAlVfi eap 
14, Cj.'e'i'i-:.'! 
in. "0"Tins 
!fi. Oil sea] 



22 23 24 25 26 27 




1". Vnlvu spool 
13, "Q™ ring 
1!>. Spring 

20. Centering WMriOr 

21. Centering spring 
^2. Snip rlnp 
2:3. "O - " ring 

24. Valve rod 



Fin. 31 — Exploded view of power steering cylinder and control valve assembly of the !ype 
used on Model MF165. Model MF150 unit Is similar and is shown in Fig. 33. 



Clamp end cap (1) in a vise with 
piston rod end up. Remove the four 
through-bolts (8) and disassemble the 
cylinder, using Fig. 31 as a guide. 

Clean, all parts thoroughly and re- 
new any which are scored, worn or 
damaged. Renew "O" rings, back-up 
rings and seals whenever cylinder is 
disassembled. Piston rod seals (11) 
and wiper (12) can be removed with 
a sharp pointed tool after piston rod 
(9) is withdrawn. Be careful not to 
sicratch the bore when removing or 
installing seals. Backup rings (2, 5 
and 26) must be installed away from 
pressure side of their respective "O" 
rings; use Fig. 31 as a guide. 



Assemble by reversing the disas- 
sembly procedure. Tighten the four 
through-bolts (8) evenly, to a torque 
of 15-20 ft.-lbs. Reinstall cylinder and 
valve unit as outlined in paragraph 

POWER STEERING PEDESTAL 

Model MFISO 

33, Before removing or disassem- 
bling the power steering pedestal, 



28, Link end 
23. Turnbuckk- 
:!0. Link end 

32. Nut 

33. Actuating nrni 

34, Bushing 

35, Hushing 
3U. Snap ring 

S7. Pedestal shaft 



MASSEY-FERGUSON 

refer to Fig. 32. Turn wheels to a 
straight-ahead position, turn adjust- 
ing screw (A) clockwise in actuating 
arm until it bottoms; then punch- 
mark actuating arm, pedestal bracket 
and shaft as shown at (M), so parts 
can he correctly reassembled. 

/ 
tJOTE: There is no master spline on power 
steering arm [43 — Fig. 33) and shaft (37) 
to assist in assembly. 

To remove the pedestal, first remove 
the grille, lower grille pan and left 
side panel. Remove power steering 
cylinder (See paragraph 30) without 
disconnecting hoses, and lay the cyl- 
inder unit out of the way on front 
support. Disconnect steering drag link 
at front end. 

Loosen the cap screw retaining low- 
er steering arm (42) to steering shaft, 
unbolt pedestal support (39) from 
front support and lift the unit from 
tractor. 

Remove snap ring (36) and press 
steering shaft (37) downward out of 
pedestal bracket (39), actuating arm 
(33) and power steering arm (43), 

NOTE: DO NOT attempt to remove adjust- 
ing pin (31} by backing it out of actuating 
aim (33) without disassembly ol Lhe pedes- 
tal. Tapered end ol pin is slightly larger 
than threaded portion, and threads will be 
damaged il excessive force is applied. 




Fig. 32 — On Model MFISO, march marks. 
(M) should be made on pedestal com- 
ponents before unit is disassembled. Refer 
to text for procedure. 

16 



\~]a, 33 Exploded view of power steering pedestal, cylinder ana* associated parts used 

on Model MF150. Pedestal must be disassembled before adjusting screw [31 ) can be re- 
moved* refer to text. Refer j-o Fig 31 for parts identification of cylinder and valve unit, 



MF135-MF150- MF165 



o 



O ! O 




1 


Fin 




Cylinder A V« 




unit 




IM\ end 


4 


Turrtbuel;]? 




Link end 


li 


Actuating nrn 






s 


LocknuL 


9 


Adjusting pla 


in 


Drag link 


li 


Cormcctliii; nr 


1- 


::■]!;;.:■ 


i:i 


Support 


i-t 


Bushing 


i.i 


Sliftft 



Fig. 34 — Exploded view of front support, 
steering pedestal, steering cylinder and as- 
sociated parts ysed on Model MF145. 



Slide actuating arm (33) and power 
steering arm (43) out of bracket (39), 
separate the pieces and remove ad- 
justing pin {31} if necessary, by 
threading it DOWNWARD out of ac- 
tuating arm. 

If cylinder pivot bushing (44) is to 
be renewed, align the lubrication hole 
and press bushing into position flush 
with both sides of power steering 
arm (43). Ream the bushing after in- 
stallation to an inside diameter of 
0.7505-0,7508. Lower bushing (40) in 
pedestal should be align reamed to an 
inside diameter of 1.B75S-1.8765. Upper 
bushing (38) in pedestal and the two 
bushings (34 & 35) in actuating arm 
should be align reamed after installa- 
tion to an inside diameter of 1.5C05- 
1.5015. All bushings should be in- 
stalled flush with their respective 
bores. 

Assemble by reversing the disas- 
sembly procedure. Tighten the cap 
screws retaining pedestal to front sup- 
port to a torque of 47-53 ft.-lbs. and 
the clamp screw securing lower steer- 
ing arm (42) to a torque of 33-38 ft.- 
lbs. Adjust the power steering link- 
age after installation, as outlined in 
paragraph 26. 



Model MF165 

34. Refer to Fig. 34 for an exploded 
view of power steering pedestal and 
associated parts. Most service work 
can be performed without major dis- 
assembly of the unit. 

Adjusting pin (9) can be threaded 
upward out of actuating arm (6) if 
removal is indicated. Actuating arm 
(6) can be removed after disconnect- 
ing control valve link (5) and drag 
link (10), and removing snap ring (7). 
Power steering arm (11) is secured to 



Paragraphs 34-36 

steering shaft ( 15) by a clamping 
screw, and can be lifted from shaft 
after removing actuating arm and 
loosening the clamp screw, 

Bushings (12 & 14) are contained 
in front support housing (13). Align 
ream the bushings after installation, 
to an inside diameter of 1.8755-1.8765. 

Renew any damaged, worn or ques- 
tionable parts, assemble by reversing 
tKe disassembly procedure, and adjust 
the valve linkage as outlined in para- 
graph 27. 



CONTINENTAL 

NON-DIESEL ENGINE 

AND COMPONENTS 



Model MF135 Special tractors are 
equipped wilh a Continental Z-134 engine 
having a bore of 3.312 inches, a stroke ol 
3.B75 inches and a displacement ol 134 cu- 
bic inches. Early Model MF135 Deluxe and 
Model MF150 tractors are equipped with a 
Continental Z-145 engine having a bare of 
3.375 inches, cr stroke of 4.062 inches and 
a displacement of 145 cubic inches, Early 
Model MT165 tractors are equipped with a 
Continental G-17S engine have a bore ol 
3.58 inches, a stroke of 4.33 inches and 
a displacement of 176 cubic inches. Except 
lor lhe slight difference in 3126, all engines 
have the same general configuration and 
design features, and overhaul procedures 
are similar unless otherwise indicated. 

R&R ENGINE WITH CLUTCH 

AFI Models 

35. To remove the engine and clutch, 
first drain cooling system and if en- 
gine is to be disassembled, drain oil 
pan. Remove hood. Disconnect drag 
links and radius rods on Model MF135 
and drag link on other models. Dis- 
connect air cleaner hose, radiator 
hoses; and power steering lines on 
models so equipped. Support tractor 
under transmission housing and un- 
bolt front support casting from engine; 
then roll front axle, support and radi- 
ator as an assembly, away from trac- 
tor. Shut off the fuel and remove fuel 
tank. Disconnect heat indicator send- 
ing unit, oil gage line, wiring harness, 
starter cable, tachometer cable and 
throttle linkage. Support engine in a 
hoist and unbolt engine from trans- 
mission case. 



Install by reversing the removal 
procedure. Bleed the power steering 
system as outlined in paragraph 19 
and adjust the governed speed as in 
paragraph 150 after tractor is reas- 
sembled. 



CYLINDER HEAD 

All Models 

36. REMOVE AND REINSTALL. To 

remove the cylinder head, drain cool- 
ing system, shut off the fuel and re- 
move hood and fuel tank. Disconnect 
throttle and choke linkage from car- 
buretor, remove air cleaner pipe and 
exhaust pipe; then unbolt and re- 
move manifold and carburetor assem- 
bly. On Model MF 1 3 5 , disconnect 
throttle control rod at front and rear; 
on all models, remove the cap screws 
securing thermostat housing and fuel 
tank support to cylinder head and 
move housing out o-f the way without 
disconnecting heat indicator sending 
unit. Remove rocker arm cover and 
rocker arms assembly and push rods, 
then unbolt and remove cylinder head 
from tractor. . 

Install by reversing the removal 
procedure. Head gasket is pre-coated 
and one side is marked "BOTTOM" 
for proper assembly. Tighten the cyl- 
inder head cap screws or stud nuts to 
a torque of 70-75 ft.-lbs. using the se- 
quence shown in Fig. 36 for models 
MF135 and MF150; and Fig. 37 for 
Model MF165. Reinstall push rods. 

17 



Paragraphs 37-39 



MASSEY. FERGUSON 




® 


® 


<i> 


© ® 


® 


® © 


© © 


© © ® 
FRONT — - 


® 


® <!> 


© 


© ® © 



NOTE: Push rods can be dropped into 
cylinder block on Models MF135 end MF15Q. 
Uso care in tains Lai ling push rods and rock- 
er arms. 

Reinstall rocker arms, thermostat 
housing, manifolds, carburetor, and 
throttle and governor linkage. Recom- 
mended tightening torque for rocker 
arm support screws is 20-25 ft. -lbs. for 
Models MF135 and MF150, and 35-40 
ft.-lbs. for Model MF1G5. Tighten 
manifold stud nuts to a torque of 25- 
30 ft.-lbs. on Models MF135 and MF- 
150; on Model MF165, tighten end 
stud nuts to a torque of 35 ft.-lbs. and 
remaining stud nuts to a torque of 
40-50 ft.-lbs. Adjust valve tappet gap 
using the procedure outlined in para- 
graph 39. 



12 13 U 15 1S 17 18 



Fig, 36 — Cylinder head 
tightening sequence for 
Model MF135 and MF150 
gasoline tractors with 
Continental engine. Rec- 
ommended tightening 
torque h 70-75 ft.-lbs. 



Fig. 37 — Cylinder head 
tightening sequence for 
Model MF165 gasoline 
tractors wilh Continental 
engine. Recommended 
torque is 70-75 ft.-lbs. 



On all models, refill radiator, install 
a nurse tank and run engine until 
operating temperature is reached; then 
retorque cylinder head using the se- 
quence shown in Fig, 36 or 37. Re- 
adjust valve tappet gap with engine 
running at slow idle speed. Recom- 
mended running tappet clearances 
(hot) are as follows: 

Models MF135 . MF130 

Alt Valves 0.013 

Model MF165 

Intake 0.016 

Exhaust 0.018 

37. FUSE PLUG, Most engines are 
equipped with a thermal type "Fuse" 




Fi-g. 35 — Exploded view of 
cylinder head and asso- 
elated parts used on 
Continental engines. Fuse 
plug (19) can be re- 
moved to check far evi- 
dence of overheating, re- 
fer to text. 



1. Cylinder head 

2. tntoJ« YHlYHS 

3. Valve guide 
i. Push rod 

5. Exhaust valve 
C. Seat insert 
". Valve sprinS 
B. Valve rotator 
9. Retainer 
ID. Keepers 
ll. Rail socket 
IS, End plug 

13. Spring 

14. Rocker arm 

15. SUODCnrt 

16. RpcfroraTiT! 
IT, Spring 

18. Rocker shaft 
10. Fii3Q plug 




Fig. 39 — Valve seat eounterbore <A1 

should be rcmachined to accept the 0.010 

oversee insert if seals are renewed, refer 

to text for dimensions. 



plug (19 — Fig. 38) which serves as a 
warning device to indicate possible 
engine damage due to over-heating. 
The slotted head, ^j-inch pipe plug 
threads into the water jacket of the 
cylinder head. Inner end of plug con- 
tains a tin-lead alloy insert, having 
a melting point of approximately 2G0" 
F. 

■ After removing the rocker arm 
cover and before engine is serviced, 
remove and inspect the plug. If in- 
sert has melted, engine has over- 
heated; check for cracked, block or 
head, warped or damaged gasket sur- 
faces, or other heat damage to en- 
gine. 

VALVES AND SEATS 

All Models 

3B. Intake valves seat directly in 
cylinder head and valve stems are 
equipped with neoprene oil seals, Ex- 
haust valves have renewable seat in- 
serts and stems are equipped with 
positive type valve rotators (Roto- 
caps). 

Replacement exhaust valve seat in- 
serts are provided in 0.010 oversize 
only. When renewing the seats, re- 
machine head so that insert bore (A — 
Fig. 39) measures 1.2595-1.2605 for 
Models MF135 and MF150; or 1.3535- 
1.3545 for Model MF165, to provide 
the recommended O.GO3-O.005 interfer- 
ence fit. 

Intake valve face and seat angle is 
30 degrees. Exhaust valves have 3 
face angle of 44 degrees and seat an- 
gle of 45 degrees to provide the rec- 
ommended 1* interference angle. De- 
sired seat width is 1/16-1/32 inch for 
all valves. Seats can be narrowed us- 
ing 15 and 75 degree stones. 

39. VALVE TAPPET GAP. The rec- 
.ommended cold tappet gap setting for 
Model MF165 is 0,018 for intake 
valves and O.020 for exhaust; on all 
other models, recommended setting is 



MFI35-MF150-MF165 



=www.maskinisten.net 

Paragraphs 40-44 




18 



Fig, hu — Align the "DC" flywheel timing 
mark with timing not-:h a; shown, when ad- 
juring topper gap as outlined in para- 
graph 39. 



0.015 for all valves. Cold (static) set- 
ting of all valves can he made from 
just two crankshaft positions, using 
the procedure shown in Figs. 41 and 
42, as follows: 

Remove timing plug from left side 
of cylinder block and turn crankshaft 
until "TDC" timing mark is aligned 
with timing notch in housing as shown 
in Fig. 40. Check the rocker arms for 
No. 1 and No. 4 cylinders. If rocker 
arms on No. 4 cylinder are tight, No. 
1 cylinder is en compression stroke 
and the tappets indicated in Fig. 41 
can be adjusted. If rocker arms on No. 
1 cylinder are tight, No. 4 cylinder is 
on compression stroke and tappets; in- 
dicated in Fig. 42 can be adjusted. 
Adjust the four tappets indicated; 
then turn crankshaft one complete 
turn and adjust clearance of the re- 
maining four tappets, Recheek the ad- 
justment, if desired, with engine run- 
ning at slow idle speed. 

Recommended tappet clearance with 
engine at operating temperature is: 
Intake-0.016, exhaust-0.018 for Model 
MF1G5; or 0.013 for all valves on other 
models. Clearance may be adjusted 
with engine running at slow idle 
speed: or by following the procedure 
recommended for initial adjustment. 



VALVE GUIDES 
All Models 

40, The pre-sized intake and ex- 
haust valve guides are interchange- 
able. Inside diameter of new guides is 
0,3157-0.3172 for Models MF135 and 
MF150; and 0.3420-0.3435 for Model 
MF165. Inner bore of new guides has 
a fine, spiral groove or rifling which 
gives guide an unfinished appearance 
upon inspection, but guide must not 
be reamed. 

To renew the guides, press old 
guides downward out of cylinder head 
using a piloted mandrel and press new 
guide in from the top, until distance 
(A — Fig. 43) measured from rocker 




^fRDNT 



Fi'oj. 41 — With "DC" riffling morh aligned 
as shown in Fig. 40 and No, 1 piston or. 
compression stroke, adjust the indicated 
valves as follows: On Model MF1 65. ad- 
just No, 1 and No, 3 cylinder exhaust 
valve* [El to 0.020 and No. 1 and No. 2 
intake valves (I! to 0.018. On models 
MF135 and MFlSO, adjust all indicated 
valves to 0.015. Turn crankshaft one CORt< 
plcto revolution until timing marks are 
again aligned as shown in Fig, 40, refer to 
Fig. 42 and adjust remainder of valves. 



arm cover gasket surface to top of 
guide is 1/16-inch for Model MF165; 
or 3/32-inch for other models. 

Valve stem diameters and clear- 
ance limits in guides are as follows; 

Models MF135-MF150 

Valve Stem Diameter 

Intake ,.,0.3141-0.3149 

Exhaust 0.3124-0.3132 

Clearance 

Intake 0.0008-0.0031 

Exhaust 0.0025-0.0048 

Model MF1G5 

Valve Stem Diameter 

Intake 0.3406-0.3414 

Exhaust 0.3382-0.3390 

Clearance 

Intake 0.0006-0,0029 

Exhaust 0.003-0.0053 



VALVE SPRINGS 

All Models 

41. Intake and exhaust valve springs 
are interchangeable. Renew any 
spring which is rusted, discolored or 
fails to meet the test specifications 
which follow: 

Models MF135-MF1S0 

Free length (approx.) 2-1/16 inches 

Lbs. test @ 1 45/64 47-53 

Lbs. test @ 1 27/64 , 96-104 

Model MF165 

Free length (approx.) 2-5/64 inches 

Lbs. test @ 1-21/32 41-47 

Lbs. test @ 1-7/32 103-110 



VALVE ROTATORS 

All Models 

42. Normal servicing of the positive 
type exhaust valve rotators ("Roto- 
caps") consists of renewing the units. 
It is important, however, to observe 



Fig. 42 — Wirft "DC" timing mark aligned 
ns shown in Fig. 40 and No. 4 piston an 
compression stroke, adjust the indicated 
valves as follows: On Model MF165, ad- 
just No. 2 and No. 4 exhaust valves (El to 
0.020 arid No 3 and No. 4 intake valves 
Ml to D.OlS. On models MF13B and MF- 
150, adjust all indicated valves to 0,015. 
Refer also to Fig, 41. 



the valve action after valve is as- 
sembled. The valve rotator can be 
considered satisfactory if the valve 
turns a slight amount each time the 
valve opens. 



VALVE TAPPETS 
All Models 

43. The mushroom type tappets 
(cam followers) operate directly in 
machined bores of the cylinder block. 
The 0.5615-0.5620 diameter tappets are 
furnished in standard size only, and 
should have a clearance of 0.0005- 
0.002 in block bores. Tappets can be 
removed after removing camshaft as 
outlined in paragraph 47, 

Refer to paragraph 39 for valve tap- 
pet gap adjustment procedure. 



ROCKER ARMS 
All Models 

44. On model MF165, the rocker 
shaft is positively positioned by the 
support bolts, which pass through 
drilled holes in the shaft and support 
brackets. Oil holes for the rocker arms 
must be located on push rod side of 
engine. 




Fig. 43-^-When renewing valve guides, dis- 
tance (A) from top of guide to racket- 
cover gasket surface should measure 1/16- 
inch on Model MF165 or 3/32-ineli on 
other models. 



19 



Paragraphs 45-47 



MA5SEY- FERGUSON 




Fig. 44— On Model; MF135 and MF150, 
racker arm shaft [SI is properly positioned 
when oil holes (H) are on valve spring 
side o* enqinc and locating pin IP) Fits in 
notch (NJ in front face of center support. 
Refer to paragraph 44 for proper position- 
ing of snaft on Model MFI65. 



On all other models, a locating pin 
(P— Fig. 44) in shaft (S) fits in a 
notch (N) in front face of center sup- 
port bracket to locate rocker arm oil 
holes (H) on valve spring side of en- 
gine. All supports are interchangeable 
and equipped with locating notch (N), 
however, only the center support 
serves to locate the shaft. 

On Model MFl65,.the rocker arms 
should have 0.001-0.0021 clearance on 
the 0.9671-0.9677 diameter shaft. On 
other models, rocker shaft diameter 
is 0.6221-0.523 and recommended 
clearance of rocker arms is 0.001- 
0,0029. On all models, the stamped 
steel rocker arms are right hand and 
left hand units which are installed in 
pairs. Bronse bushings in rocker arms 
are not serviced; if bushing is worn, 
renew the rocker arm. Refer to para- 
graph 39 for valve tappet gap adjust- 
ment procedure. 

TIMING GEAR COVER 
All Models 

45. REMOVE AND REINSTALL. To 
remove the timing gear cover, drain 
cooling system and remove hood. Dis- 
connect drag links and radius rods on 
Model MF135 and drag link on other 
models. Disconnect air cleaner hoses 
and radiator hoses; and power steer- 
ing lines on Models MF150 and MF 165 
so equipped. Support tractor under 
transmission housing, unbolt front 
axle support from engine and roll 
axle, support and radiator as an as- 
sembly, away from tractor. Remove 
fan blades and disconnect spring and 
rod from governor lever. Remove the 
crankshaft pulley. Remove the cap 
screws retaining timing gear cover to 

20 



engine block and oil pan and remove 
the cover from its doweled position 
on engine block. 

Oil seal (G — -Fig. 45) can be re- 
newed at this time. Install the seal 
with lip to rear and rear edge flush 
'with seal bore in cover, Refer to para- 
graph 151 or 152 for procedure for 
overhaul of governor shaft and asso- 
ciated parts. 

Install the cover by reversing the 
removal procedure. Tighten retain^ 
ing cap screws to a torque of 25-30 ft. 
lbs. and adjust governor linkage as in 
paragraph 150. 



TIMING GEARS 
All Models 

46. Timing gears can be renewed 
after removing timing gear cover as 
outlined in paragraph 45. Withdraw 
governor weight unit from crankshaft 
on Model MF1G5 or governor race and 
shaft assembly from camshaft on other 
models. Remove the nut retaining 
camshaft gear to camshaft. On Models 
MF135 and MFI50, lift off governor 
ball driver assembly. On all models, 
remove timing gears using a suitable 
puller. Be careful, when pulling cam, 
shaft gear, not to damage governor 
shaft bore in camshaft on Models 
MF135 and MF150. 

Recommended timing gear back-, 
lash is 0.002. Gears are available in 
standard size; and undersizes or over- 
sizes of 0.001 and 0.002. Gears are 
marked "S" (Standard), "U" (Under- 
size), or "O" (Oversize); the "U" or 
"O" enclosing the number marking 
"1" or "2" which indicates the exact 
size. 

NOTE: For production reference, a timing 
gear backlcsh. number is stamped on block 
iront face. When renewing liming gears, 
any corrtbinalion of oversize and undersize 
gears in which ihe lolcl equals the stamped 
reference number should give the correcl 
backlash. Refer to tCODE RftflKS— Tig. tS). 

During installation, mesh the single 
punch-marked tooth on crankshaft 
gear with the double punch-marked 
tooth space on camshaft gear. Heating 
camshaft gear in oil or in an oven 
to approximately 300" F. will facili- 
tate gear installation. Remove oil pan 
and support camshaft in a forward 
position while gear is being installed, 
to prevent loosening and leakage of 
Camshaft rear plug. 

Tighten the camshaft gear retain- 
ing nut to a torque of 70-30 ft. -lbs. 



I. <&.(.* 
■•. Ws, 
3. Key 
i. Pulk-y 
3 r Dim »r 








Fig. 45 — Exploded view of timing gear 

caver arid associated parts of the type used 

an ConTlncnral gasoline models. 



CAMSHAFT 
All Models 

47, To remove the camshaft, first 
remove camshaft timing gear as out- 
lined in paragraph 46. Remove fuel 
tank, rocker arm cover, rocker arms 
and shaft assembly; and push rods. 
Remove the ignition distributor and 
oil pan. Block up or support the cam 
followers. Remove the screws secur- 
ing camshaft thrust plate {18 — Fig. 
47) to engine block and withdraw 
camshaft from front of engine. 

On model MF165 the camshaft front 
journal rides in a renewable bushing 
in engine block and camshaft is fur- 
ther supported by an outboard bear- 



1 CODE 

ImaTxsi 








raj 




LI 




'0 


1 Eftk 


p "v-"~; ■ - ~ 





pjg, 4fc — View of timing gear train with 
timing marks properly aligned. Code marks 
are used far selection of gears to obtain 
the correct backlash as outlined fn para- 
graph 46. 



MF135-MF150-MFT65 



=www.maskimsten.net 

Paragraphs 48-49 



o 




Fig.47 — Erploded view 
of cylinder block and as- 
sociated parts of the type 
used on Models MF135 
and MF 150. Model MF- 
1 S5 is similar except gov- 
ernor weight unit is crank- 
shaft mounted. 



3. Crankshaft 

i. Oil puttin 

5. Shim pad; 

I',. M.i En irenNnn cap 

T. Warfitu; Hnera 

B. fttnln tHEarlKE cup 

H. Hearing liners 

1 H •_ lie-tiring Oflp 

1 1, So.-it strips 

u. Itearlns Inters 

lit. Flywheel 

14. Cork plujja 
tr,. Pilot befl-rlnK 

irj r r.wr oil ?g;iI retain 
IT. Caniahnft 

15. Thrust ptiitfl 
in. Camshaft gear 

M>. Governor w-eicht un 

Si. Nut 

'2-1. Governor Cup 

23, C>' Under hlock 



o 



ing located in timing gear front cover, 
The two rear journals on Model 
MF165 and all journals on other 
models, ride directly in machined 
bores in engine block. Normal diamet- 
ral clearance of camshaft journals Is 
0.0025-0.0Q45 in block bores; 0.0025- 
0.0035 for outboard (front) bearing on 
Model MF165. On Model MF1B5, re- 
new the camshaft front bushing and/ 
or camshaft if clearance exceeds 0.00C. 
On other models, renew camshaft 
and/or cylinder block if clearance ex- 
ceeds 0.007. 

Camshaft journal diameters are as 
follows: 

Outboard Journal 

(MF165) 0.9965-0.997 

Front Journal 1.808-1.809 

Center Journal 1.7455-1.7465 

Rear Journal 1.683-1.684 

Desired camshaft end play of 0.003- 
Q.A07 is controlled by thrust plate (18 
— Fig H 47) Renew the plate if end play 
exceeds 0.008. 



ROD AND PISTON UNITS 
All Models 

48. Connecting rod and piston units 
are removed from above after re- 
moving cylinder head and oil pan. 
Correlation marks on rod and cap 



should be installed facing camshaft 
side of engine. Replacement rods are 
not marked but should be stamped 
with cylinder number before instal- 
lation, on side of rod opposite the oil 
spray hole, Piston skirts are notched 
at lower edge; notch is to be installed 
to front of engine when unit is re- 
assembled. 

Tighten the connecting rod cap 
screws to a torque of 40-45 ft J -lbs h 



PISTONS, SLEEVES AND RINGS 

All Models 

49. Pistons are available in standard 
size only, and are available only in a 
kit which includes piston, pin ; rings 
and sleeve for one cylinder, Piston is 
cam ground on all models except MF- 
16a which uses a cylindrical piston. 

If piston and/or sleeve are scared, 
if piston ring grooves or pin bore are 
worn or damaged; or if cylinder wall 
taper exceeds 0.008, renew the piston 
and sleeve assembly. 

Re-ring kits are available. Recom- 
mended piston ring end gap is 0.010- 
0.020 for all rings. Kits are marked 
for correct piston ring installation. 
Recommended piston ring side clear- 
ance is given in the following table. 
Renew piston if side clearance exceeds 
the recommended maximum by 0.0025. 




Fig, 4B — On aH engines except- ZI34. cut- 
out notches i N I provide connecting rod 
clearance and must be installed ?0 a from 
crankshaft centerline. Sleeves are correctly 
installed when locating mark ( '/>) is toward 
the front. 



Model MF165 

Top compression ring. .0.003-0.0045 
Second & third compression 

rings 0.002-0.0035 

OH control ring ...... .0.002-0.0035 

All Other Models 

Top compression ring .0.0035-0.005 
2nd & 3rd comp. rings 0.0035-0.0055 
Oil ring Not applicable 

Cylinder sleeve on all models ex- 
cept MF135 Special (Z-134 engine) 
has a cut-out relief clearance for con- 
necting rods as shown at (N — Fig. 
48). Relief must be installed at right 
angles to crankshaft centerline. Most 
sleeves are punch-marked (M) on top 
flange 90° from relief slots so correct 
positioning can be checked from 
above. Be sure the punch mark is to 
the front or rear when sleeve is in- 
stalled. 

On all models, use a suitable puller 
to remove the wet-typo cylinder 
sleeves after rod and piston units are 
out. Before installing sleeve, clean all 
cylinder block sealing surfaces. The 
top of the installed sleeve should ex- 
tend 0.001-0.004 above top face of 
cylinder block as shown in Fig. 49. 
Install the sleeve and measure the 
stand-out using a straight-edge and 

2T 



=www.maskimsten.net 



Paragraphs 50-55 



MASSEY-FERGUSON 



SHIM - If REQUIRED 




Fig. jjy — Cross s&ctional view of installed 

cylinder sleeve showing recommended 

standout. 



feeler gage, before installing sealing 
rings, If standout is excessive, check 
for foreign matter in sleeve counter- 
bore. Shims are available to correct 
the trouble, if insufficient standout 
exists. Excessive or insufficient stand- 
out will cause water leaks. After 
sleeves have been checked, remove 
the sleeve and install the sealing rings, 
making sure rings are not twisted. 
Lubricate the rings and reinstall 
sleeves, making sure rod clearance 
reliefs (N— Fig. 48) are properly po- 
sitioned on models so equipped. 

PISTON PINS 

All Models 

50. The full floating piston pins are 
retained in piston bosses by snap 
rings. Piston pins are available in 
standard size only, for MF1S5; stand- 
ard and 0.003 and 0.005 oversize for 
other models. Recommended clearance 
for piston pin in both the connecting 
rod and piston is 0.0001 -(LOGOS for 
MF165 and 0.0002-0-0006 far all other 
models. Specific at ions are as follows: 
Model MF165 

Pin diameter 1.1250-1.1252 

Ream bushing to . 1.1253-1.1255 

All Other Models 

Pin diameter ....... .0.8591-0.8593 

Ream bushing to 0.85&5-0.8597 

CONNECTING RODS AND 
BEARINGS 

ATI Models 

51. Connecting rod bearings are of 
the precision type renewable from be- 
low after removing oil pan. When in- 
stalling new bearing shells, make sure 
that the projection engages the milled 
slot in rod and cap and that rod and 
cap correlation marks are in register. 
Replacement rods are not marked and 
should be stamped with cylinder num- 
ber on side away from oil squirt hole. 
Correlation marks should be on cam- 
shaft side of block when rods are in- 
stalled. Bearings are available in un- 
dersizes of 0.002, 0.010 and 0.020 as 
well as standard. Specifications are as 
follows: 

22 



Model MF165 

Crankpin diameter. .2.0615-2.0625 
Diametral clearance .0.0007-0.0027 

Wear limit 0.0037 

Rod side clearance. .. .0.006-0.010 
Cap screw torque. .40-45 ft .-lbs. 

All Other Models 

Crankpin 'diameter. . 1.9365-1. 037a 
Diametral clearance. 0.0003-0.0023 

Wear limit 0.0033 

Rod side clearance ..0.005-0.011 
Cap screw torque. . 40-45 ft. -lbs. 



CRANKSHAFT AND BEARINGS 

All Models 

52. The crankshaft is supported in 
three precision type main bearings 
renewable from below without re- 
moving the crankshaft. The rear main 
bearing cap (10 — Fig. 47) contains 
packing strips (11) on each side of 
cap in addition to rear seal (16). To 
remove the rear main bearing cap 
and filler block (10), first remove the 
two cap screws which retain seal (16) 
to filler block, then unbolt and re- 
move the rear main bearing cap (10). 

Bearing inserts are available in un- 
dersides of 0.002, Q + 010 and 0.020 as 
well as standard. 

Normal crankshaft end play of 
0.004-0.008 is controlled by the flanged 
center main bearing inserts (9). 

To remove the crankshaft, £t is 
necessary to remove engine, clutch, 
fly wheel f rear oil seal, timing gear 
cover, oil pan and bearing caps. 
Specifications are as follows: 
Model MF165 

Journal diameter .....2.374-2.375 
Diametral clearance .0.0005-0.0027 

Wear limit 0.0037 

Cap screw torque ..85-95 ft. -lbs. 
AH Other Models 

Journal diameter 2.249-2.250 

Diametral clearance . 0.0005-0.0027 

Wear limit 0.0037 

Cap screw torque ..85-95 ft.-lbs, 

CRANKSHAFT REAR OIL SEAL 

All Models 

53. The crankshaft rear oil seal (16 
— Fig. 47) is contained in a one-piece 
retainer and serviced only as an as- 
sembly. To renew the seal, first sep- 
arate engine from transmission case 
as outlined in paragraph 167 or 1G3 
and remove the flywheel, Remove the 
oil pan and the two cap screws se- 
curing rear seal retainer to main bear- 
ing cap; remove the three remaining 
cap screws and lift off the oil seal and 
retainer unit. 

Apply a light coating of oil to seal 
lip and gasket sealer to mounting 








Fig. 50 — Exploded view of engine oil pump 

ana" associated parts typical of Continental 

qasotine models- 



T 


S&do beadiiB cap 


li). Rellflf valvn 




Shiru parti 




,'[ 


Punyp Tiody 


ll. Spring 


4 


Cuslilsu; 


V>, Siu-lni,- sent 


!V 


Driven ncftr 


13. Adjusting*! 




Gasket 


14, CnttWf pin 




Cover 


It. Drive Bwr 


ft 


Follow ROUT 


16. ftsEJilnlnK ft 


1) 


Shaft 





gasket. Position seal retainer with the 
two threaded holes down. Reinstall 
cap screws and tighten evenly to a 
torque of 8-10 ft.-lbs. Complete the 
assembly by reversing the disassembly 
procedure. 

FLYWHEEL 

All Models 

54. To remove the flywheel, sepa- 
rate engine from transmission case as 
outlined in paragraph 167 or 168 and 
remove the clutch. The starter ring 
gear can he renewed after removing 
the flywheel. To install a new ring 
gear, heat gear evenly to approxi- 
mately 450" F. and install on fly- 
wheel with beveled edge of teeth fac- 
ing front of engine. 

One flywheel mounting stud is off- 
center so flywheel can only be in- 
stalled in the correct position. Tighten 
the flywheel retaining stud nuts to a 
torque of 70-75 ft.-lbs. 

OIL PUMP 

All Models 

55. The gear type oil pump is 
mounted on the bottom of front main 
bearing cap and is gear driven from 
crankshaft timing gear. Pump is ac- 
cessible after oil pan is removed. 

Shims (2 — Fig. 50} control the 
backlash of oil pump drive gear (15). 
Recommended backlash is 0.004- 



O 







MF135-MF150-MH65 

0.008, if backlash is not as specified, 
vary the thickness of shim pack (2). 
Check the pump internal gears (5 
& 8) for backlash which should not 
exceed 0.007. Recommended diametral 
clearance between gears and pump 
body is 0.003-0.004* if clearance ex- 
ceeds 0.005, renew gears and/or body. 
The pre-sized pump shaft bushing (4) 
is designed to provide O.0O35-0.0065 
diametral clearance for pump shaft- 
When installing pump cover {7) , 



tighten the retaining screws to a 
torque of approximately 8-10 ft.-lbs. 
Refer to paragraph 56 for data on 
pressure relief valve. 



RELIEF VALVE 

All Models 

56. The plunger type pressure re- 
lief valve (10 through 14 — Fig. 50) is 



Paragraphs 56-59 

located in oil pump body. Normal op- 
erating oil pressure is not less than 
7 psi at slow idle speed and 20-30 psi 
at 1800 rpm, Recommended relief 
valve setting of 30 psi is obtained by 
varying the number of adjusting 
washers (13). The relief valve spring 
(11) should have a free length of 2 
inches and should test approximately 
SV-i lbs. when compressed to a work- 
ing length of 1% inches. 



PERKINS NON-DfESEL ENGINE AND COMPONENTS 



O 



Lato Model MF135 and MF15Q Lraclors arc 
equipped with a Peikins AGS. 152 three 
cylinder gasoline ongLno halving a bore oi 
3.6 inches, a stroke of 5.0 inches and dis- 
placement of 152 cubic inches. Late Model 
MF1G5 tractors are equipped with a Perkins 
AG4.212 four cylinder gasoline engine hav- 
ing a bare; of 3,375 inches, stroke of 4.5 
inches end displacement of 212.3 inches. 

The three cylinder engine is similar in 
design to itg. diesel counterpart- Substantial 
difiorc-nces exist between the. three and foux 
cylinder engines, and between the lour 
cylinder gasoline and diesel engines, hut 
typical Perkins design character is tics are 
maintained. 



R&R ENGINE WITH CLUTCH 
All Models 

51. To remove the engine and clutch 
as a unit, first drain cooling system 
and if engine is to be disassembled, 
drain oil pan. Remove hood. Discon- 
nect drag links and radius rods on 
Model MF135 and drag link on other 
models. Disconnect air cleaner hose, 
radiator hoses ; and power steering 
lines on models so equipped. Support 
tractor under transmission housing 
and unbolt front support casting from 
engine; then roll front axle, support 
and radiator as an assembly, away 
from tractor. Shut off the fuel and re- 
move fuel tank. Disconnect heat indi- 
cator sending unit, oil gage line, wir- 
ing harness, starter cable, tachometer 
cable and throttle linkage. Support en- 
gine in a hoist and unbolt engine from 
transmission case. 

Install by reversing the removal 
procedure. Bleed power steering sys- 
tem is outlined in paragraph 19 and 
adjust governed speed as in paragraph 
150 after tractor is reassembled. 



CYLINDER HEAD 

All Models 

58. REMOVE AND REINSTALL. To 
remove the cylinder head, drain cool- 
ing system, shut off the fuel and re- 
move hood and fuel tank. Disconnect 
throttle and choke linkage from car- 
buretor and remove air cleaner pipe 
and exhaust pipe. On three cylinder 
engines, disconnect water lines from 
intake manifold and unbolt and re- 
move intake and exhaust manifold 
units. On four cylinder units, remove 
manifold and carburetor assembly. 
Remove rocker arm cover and rocker 
arms unit. On four cylinder models 
remove push rods. On all models, dis- 
connect heat indicator sending unit 
and oil pressure lines leading to cyl- 
inder head, then unbolt and remove 
cylinder head. 

On three cylinder models, mush- 
room type cam followers operate di- 
rectly in machined bores in cylinder 
head and are prevented from falling 
out as head is removed by the tappet 
adjusting screw locknuts. 

When installing cylinder head, coat 
both sides of head gasket with a non- 
hardening scaling compound. Gasket 
is marked "Top Front*' for proper in- 
stallation. On three cylinder models, 



Fig. 52 ■ — Cylinder head 
lightening sequence For 
Perkins four cylinder qas- 
Qiine engine. Recom- 
mended 1 tightening torque 
Is 95-90 ft.-lbs. 



® © 


® 


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@ © © 


@ 


© © © © ® © 


Hi) 



Fig, 51 — Cylinder head tightening sequence 
for Perkins three cylinder gasoline en- 
gines. Recommended tightening torque is 
55-60 ft.-lbs. 

tighten cylinder head stud nuts to a 
torque of 55-60 ft.-lbs. in the sequence 
shown in Fig. 51. On Model MF165, 
tighten cylinder head nuts to a torque 
of 85-9Q lbs. using the sequence shown 
in Fig. 52. Adjust valve tappet gap 
as outlined in paragraph 67. Head 
should be retorqued and valves ad- 
justed after engine is warm. 

VALVES AND SEATS 
Three Cylinder Models 

59. Intake and exhaust valves seat 
directly in cylinder head. Valve heads 
and seat locations are numbered con- 
secutively from front to rear. Face 
and seat angle of new engines is listed 
as 46 degrees. Use 45" angle for ser- 
vice. 



® 


® 




® 





© 




® © 
® (gj ® 


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® ® 

CD ® © 


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23 



Paragraphs 60-6& 




Fig. S3 — On three cylinder gasoline mod- 
els, valve guide is correedy positioned 
when distance (A) measures Q.37<0.3B. 

Valve stem diameter is 0.311-0.312 
for intake and exhaust. Intake valves 
are equipped with umbrella type rub- 
ber valve stem seals. Intake valves 
are recessed approximately 0.080 be- 
low gasket surface of cylinder head. 
Exhaust valves are not recessed. 

Recommended tappet gap is 0.012 
(hot) for intake valves and 0.015 
(hot) for exhaust valves. Tappet gap 
should be adjusted using the proce- 
dure outlined in paragraph 67. 

Four Cylinder Models 

60. Intake and exhaust valves seat 
directly in cylinder head and produc- 
tion valves and seat locations are 
numbered consecutively from front to 
rear. Production face and seat angle is 
46 degrees; 45" may be used for ser- 
vice. 

Standard valve stem diameter is 
0.3725-0.3735 for intake valves and 
0.372-0.373 for exhaust valves. Service 
valves are available in oversizes of 
0.003, 0.015 and 0.030 as well as stan- 
dard. Intake valves are equipped with 
umbrella type rubber valve stem 
seals. Intake valves are recessed ap- 
proximately 0.045 below gasket sur- 
face of cylinder head. Exhaust valves 
are not recessed. 

Recommended valve tappet gap is 
0.012 (hot) for intake valves and 
0.015 (hot) for exhaust. Tappet gap 
should be adjusted using the proce- 
dure outlined in paragraph 67. 

VALVE GUIDES 

Three Cylinder Models 

61. The pre-sized intake and ex- 
haust valve guides are interchange- 
able and can be pressed from cylin- 
der head it renewal is indicated. In- 
stall guide with 45° chamfered edge 
extending toward spring until dis- 
tance (A— Pig. 53) measures 0.370- 
0.380. 

24 



Desired diametral clearance for the 
0. 311-0.312 valve stem in guide is 
0.0025-O.0045 for both intake and ex- 
haust valves. 

Four Cylinder Models 

62. Intake and exhaust valve guides 
are cast into cylinder head and over- 
size valve stems are provided for ser- 
vice. 

Standard guide bore diameter is 
0.3745-0.3755 for both the intake and 
exhaust valves, with a desired stem 
to bore clearance of 0.001-0.003 for 
intake valves and 0.0015-0.0035 for 
exhaust valves. Oversizes of 0.003, 
0.015 and 0.030 are provided in stems 
of intake and exhaust valves. 



VALVE SPRINGS 

All Models 

63. Springs, retainers and locks are 
interchangeable for the intake and ex- 
haust valves. Inner arid outer springs 
are used as shown in Fig. 54. Springs 
may be installed either end up on 
three cylinder models. Springs for 
four cylinder engines have close coils 
which should be installed next to cyl- 
inder head. The inner spring (4) has 
a shorter assembled length than outer 
spring (5) due to stepped seating 
washer (3) and retainer (6). Renew 
springs if they are distorted, dis- 
colored or fail to meet the test speci- 
fications which follow; 
INNER SPRING Lbs. test @ Inches 
Three cylinder models ..... BtgJl^ 

Four cylinder models 15 @ lf\ 

OUTER SPRING 

Three cylinder models ... .22 @ 1^ 

Four cylinder models 40 @ lf§ 



CAM FOLLOWERS 

Three Cylinder Models 

64, The mushroom type tappets (cam 
followers) operate directly In ma- 
chined bores in the cylinder head. 
The 0.6223-0.6238 diameter cam fol- 
lowers are furnished in standard size 
only and should have a diametral 
clearance of 0. 001-0.0035 in cylinder 
head bores. 

To remove cam followers after cyl- 
inder head is off, first remove adjust- 
ing screw and locknut then withdraw 
cam follower from its bore. 

Four Cylinder Models 

65. The mushroom type cam follow- 
ers (tappets) operate directly in ma- 
chined bores in engine block and can 
be removed after removing camshaft 



MASSEY-FERGUSON 

as outlined in paragraph 78. The 
0.7475-0.7485 diameter cam followers 
are furnished in standard size only 
and should have a diametral clear- 
ance ot 0.0015-0.0037 in block bores. 
Adjust tappet gap as outlined In para- 
graph 67. 

ROCKER ARMS 

All Models 

66. The rocker arms and shaft as- 
sembly can be removed after remov- 
ing hood, fuel - tank and rocker arm 
cover. Rocker arms are right hand and 
left hand units and should be installed 
on shaft as shown in Fig. 55 or 56, 
Desired diametral clearance between 
new rocker arms and new shaft is 
0.001-0.0035. Renew shaft and/or 
rocker arm if clearance is excessive. 

The amount of oil circulating to the 
rocker arms on three cylinder models 
is regulated by the rotational position 
of the rocker shaft in support brack- 
ets. This position is indicated by a slot 
on front end of rocker shaft as shown 
in Fig. 57. When slot is positioned 
horizontally, the maximum oil circula- 
tion is obtained. In production the slot 
is positioned approximately 30" from 
vertical and the position indicated by 
a punch mark on the adjacent support 
bracket. When reassembling, position 
rocker shaft slot as indicated by punch 
mark and check the assembly for pro- 
per lubrication. The shaft will not 
normally need to be moved from the 
marked position. 




Fig. 54 — Disossetnblcd view of valve com- 
ponents, showinq correct positioning of 
springs and retainers. 



1. Keepers 

2. Yali-e 

3. Spring seat 



4. Inner spring 
o. Outsr spring 
6. Hetainer 







MF135-MF1S0-MF165 



o 



o 



o 




=www.maskimsten.net 

Paragraph 67 



FRONT— 



Fig. 55 — Assembled view 

of rocker arm shaft (or 

three cylinder eno/ines 




VALVE TAPPET GAP 
All Models 

67. The recommended hot tappet 
gap is 0.012 for intake valves and 
0.015 for exhaust valves. Cold (static) 
settings should be about 0.002 wider 
than stated hot settings. All valves 
can be adjusted from just two crank- 
shaft positions using the procedure 
outlined in this paragraph and illus- 
trated in Figs. 58 through 61. 

Remove flywheel timing plug (three 
cylinder only) and turn crankshaft 
until "TDC" timing marks are aligned. 
One three cylinder models, check No. 
4 rocker arm counting frOm. front Of 
engine. If valve is open, No. 1 piston 
is On compression stroke; If valve is 
closed, No. 1 piston is on exhaust 
stroke. On four cylinder models, check 
rocker arms for front and rear cylin- 
ders. If rear rocker arms are tight 
and front rocker arms loose, No. 1 
piston is on compression stroke; if 
front rocker arms are tight and rear 



Fig. 56 — Four cylinder 
gasoline engine rocker 
shaft showing racker 
arms correctly installed. 
O-ring seal (shown ) firs 
groove in oil supply tube. 



rocker arms loose, No. i piston is on 
compression stroke. With No. 1 piston 
on compression stroke, adjust the 
valves indicated in Fig. 58 or 60, turn 
crankshaft one complete turn until 
"TDC" marks again align, then adjust 
remainder of valves. If No. 1 piston 
is not on compression stroke, adjust 
the valves shown in Fig. 59 or 61, 
turn crankshaft one complete turn and 
adjust remainder of valves. 



Fig. 60 — On (our cylin- 
der models, with "TDC" 
timing marks aligned and 
Ho. | piston on compres- 
sion stroke, adjust the in- 
dicated valves. Sug- 
gested initial (cold! set- 
ting is 0.014 for intake 
vq|v« and 0.017 for ex- 
haust. Turn crankshaft 
one revolution and refer 
to Fig. 41 (or remainder 
of valves. 



Fig. 50 — With "TDC-1" timing marks 
aligned 1 and No. 1 piston on compression 
stroke, adjust the Indicated valves on three 
cylinder engines. Suggested initial (cold) 
setting is 0,014 for intake YolYes and 0.017 
far exhaust. Turn crankshaft one revolution 
and refer to Fig. 59 for remainder oi 




FROKT— 



Fig. 59— With "TDChT* timing marks 
aligned and No. 1 piston on exhaust stroke, 
adjust the indicated valves on three cylin- 
der engines. Refer also to Fig. 58, 




FRONT- 




Fig. 61 — With "TDC" 
timing marks aligned and 
N.O. I piston on. eJchatrst 
stroke, adfust the indi- 
cated valves- Refer also 
to Fig. 40. Cylinder head 
should be re-torqued and 
Valves readfusted when 
engine if warm. 




Fig. 57 — End view oi rocker shaft and 

support showing indicating slot and punch 

mark correctly positioned for proper lubri-' 

cation of rocker arms- 



FRONT - 



25 



=www.maskinisten.net 



Paragraphs 68-70 




Fig. 62 — front view of three cylinder en- 
gine thawing parts to be removed before 
removing timing gear cover. 

TIMING GEAR COVER 
Three Cylinder Models 

68. To remove the timing gear 
cover, drain cooling system and re- 
move the hood. On Model MF150 
with power steering, drain system and 
remove power steering lines. On all 
models, disconnect drag links and ra- 
dius rods if so equipped. Disconnect 
upper and lower radiator hoses. Sup- 
port tractor under transmission case, 
unbolt front support from engine 
block and roll front support, front 
axle and radiator as an assembly away 
from tractor. 

Remove crankshaft pulley, water 
pump and breather pipe. Disconnect 
carburetor control rod. Remove retain- 
ing cap screws and lift off timing 
gear cover. 

Front oil seal bore in cover is not 
shouldered. Seal should be installed 
from front until rear edge is approxi- 



mately flush with rear of bore and 
front edge is 0.320-0.330 from front 
machined face of cover. A Special 
Tool, MFN 747AA is available to pro- 
perly position the seal in cover and 
to center the undoweled cover on 
timing gear housing. Camshaft thrust 
spring (Fig. 63) is riveted to inside 
face of cover and controls camshaft 
end play. 

To remove the governor control 
cross shaft after cover is off, first un- 
bolt and remove internal lever then 
remove roll pin and external lever. 
Press the shaft toward oil filler side 
of cover to remove the blind needle 
bearing, then in opposite direction to 
remove right bearing and seal. Make 
sure 0.008 clearance is maintenance 
between shaft shoulder and needle 
bearing as shown in Fig. 64, when 
unit is reassembled. 

When installing cover, use Special 
Tool MFN 74VAA installed in cover 
bore to center the cover on shaft, If 
special tool is not available, use crank- 
shaft pulley as a centering tool. 

Four Cylinder Models 

69. To remove the timing gear 
cover, first drain cooling system and 
remove hood, Disconnect drag link, 
air cleaner hose, radiator hoses, oil 
cooler hoses and power steering hoses 
or lines. Support tractor under trans- 
mission housing and unbolt front sup- 
port casting from engine, then roll 
front axle, support and radiator as an 
assembly from tractor. 

Remove fan belt, fan blades and 
ignition coil. Remove the cap screw 
securing pulley to front of crankshaft 
and check to see that timing marks 
are legible (See Fig, 65 )„ then remove 
pulley. Unbolt and remove timing gear 
cover. 



m& 




Fig. 63 — Rear (Inside) 
view of three cylinder en- 
gine timing gear cover 
showing oil seal, gov- 
ernor control shaft and 
camshaft thrust spring. 



■ 



MASSEY-FERGUSON 

Crankshaft front oil seal can be re- 
newed at this time. Install seal with 
sealing lip to rear with front edge of 
seal recessed D.38Q-0.390 into seal bore 
when measured from front of cover. 
A special tool (MFN 747B) and spacer 
(MFN 747C) are available to properly 
position the seal. 

The timing gear cover is not dow- 
eled. Special tool MFN 747B can be 
used as a pilot to properly position 
to the cover when reinstalling. If tool 
is not available, reinstall crankshaft 
pulley to center the seal when rein- 
stalling cover retaining screws. As- 
sernble by reversing the disassembly 
procedure, making sure pulley timing 
marks are aligned as shown in Fig. 
65. Tighten the pulley retaining cap- 
screw to a torque of 280-300 ft. -lbs. 

TIMING GEARS 

All Models 

70. Refer to Figs. 66 and 67 for 
views of timing gear trains with cover 
removed. Before attempting to remove 
any of the timing gears, first remove 
fuel tank, rocker arm cover and rocker 
arms to avoid the possibility of dam- 
age to pistons or valve train if cam- 
shaft or crankshaft should either one 
be turned independently of the other. 

Because of. the odd number of teeth 
in idler gear, all timing marks will 
align only once in 18 crankshaft revo- 
lutions. To accurately check the tim- 
ing, turn crankshaft until the proper 
marks on crankshaft gear and cam- 
shaft gear mesh with idler gear; then 
remove and install idler gear with 
marks aligned. Governor drive gear 
does not need to be timed on either 
engine, but alignment of marks is a 



~-\--??i%F*z^l^; 












: *m? 



i 



Fig. 64- — Maintain governor shaft er»d play 

of 0.008 when installing shaft needle bear* 

ings. 



MF135-MF150-MF165 




Fiq. 65 — On four cylinder engine, crank- 
shaft pulley alignment marh insure proper 
posiTioninq of engine timing marks. 



convenience for engine assembly. 
Crankshaft timing gear also drives oil 
pump on three cylinder models or 
engine balancer On four cylinder. Bal- 
ancer must be timed to crankshaft as 
outlined in paragraph 88. 

Service gears are available in stand- 
ard size only. Refer to the appropri- 
ate following paragraphs for renewal 
of gears, idler shaft or bushings if any 
of the parts are damaged or if noise 
is excessive, 

71. IDLER GEAR AND HUB. Di- 
ametral clearance of idler gear on hub 
should be O.OO12-0.O03G on three cylin- 
der models or 0.C027- 0.0047 on four 
cylinder. Permissible end play is 0.005- 
0.015 for three cylinder engines or 
O.003-O.O07 for four cylinder. 




Fiq. 64 — Three cylinder 
engine wiih timing gear 
cover removeo". Timing 
niorns en idler qear will 
align only once in IS 
crankshaft revolutions. 



26 




Fig. 67 — Timing gear 
train of four cylinder en- 
qir.e. Governor drive gear 
timing marks align only 
occasionally but align- 
ment is not necessary for 
proper engine timing. 




Fig. AS — Idler gear removed (three cylin- 
der model) showing gear hub and housing 
cop screws. 



Idler gear hub is a light press fit 
in timing gear housing bore. On three 
cylinder models, hub Is further posi- 
tioned by a locating dowel as shown 
in Fig. 60. Due to uneven spacing of 
ihe three studs on four cylinder mod- 
els, hub can only be installed in one 
position. Tighten tho hub retaining 
cap screw on three cylinder models 
to a torque of 45-50 ft-lbs., or the 
three screws (four cylinder models) 
to 20-25 ft-lbs. Measure end play with 
feeler gauge (Fig. 70) after Idler gear 
is installed. 

72. CAMSHAFT GEAR- On three 
cylinder models, camshaft gear is re- 
tained by three equally spaced cap 
screws. To permit installation of the 
gear for proper engine timing, a letter 
"D" is stamped on camshaft hub and 
face of gear as shown in Fig. 71. Align 




Fig. i9 — On three cylinder engine, Idler 

gear hub Ti positioned by a locating dowel 

as shown. 

17 



Paragraphs 73-74 



MASSEY-FERGUSON 




Fig. 70 — Idler cear end ploy should be 

0.005-0,015 for Ifcree cfiiadcr engines or 

0.003-0.007 as shown for four cylinder 

units. 



the stamped letters when gear is in- 
stalled, Tighten retaining cap screws 
to 20 ft.-lbs. 

On four cylinder models, camshaft 
gear is keyed to shaft and retained 
by a cap screw. Camshaft gear is a 
transition fit (0.001 tight to 0.001 
clearance) and threaded holes are 
provided for pulling gear. Make sure 
timing marks are aligned and tighten 
retaining cap screw to 45-50 ft.-lbs. 

73. GOVERNOR GEAK. On all mod- 
els, governor gear also drives the dis- 
tributor. Gears contain timing marks 
which are convenient for assembly 
but not essential for engine timing, 
as timing can be accomplished exter- 
nally when distributor is installed. 

On three cylinder models, the nut 
which retains gear and ball race to 
distributor drive shaft is left-hand 
thread, and so marked as shown in 
Fig. 72. The gear is a transition fit 
(G.0007 tight to 0.0015 clearance) on 
distributor drive shaft and keyed in 
position. Distributor drive shaft is re- 
tained in bore by a thrust plate at 




p[q. J], — Camshaft gear is correcHy in- 
stalled on three cylinder engine when 
stamped "H's" are aligned 1 as shown. 

23 




Fig, 72 — On three cylinder models, gov- 
ernor gear shaft nut is left-hand thread! 05 
shown. 

rear of shaft and can be removed as 
outlined in paragraph 79. When in- 
stalling drive gear and governor ball 
race unit, tighten left-hand nut to a 
torque of 25-30 ft.-lbs. 

On four cylinder models, governor 
gear is a slip fit (0. 0003-0. 0012 clear- 
ance) on shaft. Shaft contains gover- 
nor weight unit as well as distributor 
drive and unit can be removed from 
rear as outlined in paragraph 80 after 
gear is off. When installing gear, 
tighten retaining nut to a torque of 
25-35 ft.-lbs. 

74. CRANKSHAFT GEAK. Crank- 
shaft gear is keyed to shaft and is a 
transition fit (0.001 tight to 0.001 
clearance) on shaft. It is usually pos- 
sible to remove the gear using two 
small pry bars to move the gear for- 
ward. Oil pump or engine balancer 
will need to be removed if a puller is 
required- 



3. Governor jj^a; 
8. Weight unit 
7. Shaft nUL 
B. Thrust plftte 








-J. Retaining 

3, Housing' 
A. Drive ah 



Fig. 74— Exploded view of distributor drive 
shaft, housing, governor <yeor and Associ- 
ated parts used on three cylinder models. 

75. TIMING THE GEARS. To in- 
stall and time the gears, first install 
camshaft and crankshaft gears as out- 
lined in the appropriate preceding 
paragraphs with timing marks to 
front. Turn the shafts until the appro- 
priate timing marks point toward id- 
ler gear hub, then install idler gear 
with marks aligned as shown in Fig. 
66 or 67. The timing marks on gover- 
nor drive gear should be aligned for 
convenience when all gears are re- 
moved, but proper alignment is not 
necessary for ignition timing. Secure 
idler gear as outlined in paragraph 71. 

TIMING GEAR HOUSING 
All Models 

76. To remove the timing gear 
housing, first remove timing gears as 
outlined in paragraphs 68 through 74 
and the distributor and drive unit as 
in paragraphs 79 or 80. On three cyl- 
inder models, remove camshaft, oil 
pan and front bridge piece, On four 
cylinder models, timing gear housing 
must be removed before camshaft can 
be withdrawn. 



Q> 




Fig- 73 — The Four cylinder engine cam- 
shaft is retained by tlirust wcslicr which 
can be removed only offer removing (fin- 
ing, gear housing. 



Fig. 75 — Uft out distributor unit. 



MF135-MF150-MR65 




Fig. 76 — Remove roar cover from disrribit 
tor drive shaft housing. 



o 




Fig. 77 — Remove rdoining thrust plate. 

■■■"WE 




Fig. 78— Distributor drive shaft can be 

withdrawn from front after retaining thrust 

plote is removed- 



OO 




Fig. 79 — -Unbolt and remove distributor 
drive shaft housing. 



=www.maskinisten.net 

Paragraphs 77-80 



Fig. 80 — Disassembled 
view of governor and dis- 
tributor drive assembly 
used on four cylinder 
models. 




On all models, remove the cap 
screws retaining timing gear case to 
engine block (and oil pan on four 
cylinder units) and lift off timing 
gear housing. Install by reversing the 
removal procedure. 



CAMSHAFT 

Three Cylinder Models 

77. To remove the camshaft, first 
remove timing gear cover as outlined 
in paragraph 68. Remove fuel tank, 
rocker arm cover and rocker arms as- 
sembly. Secure valve tappets (cam 
followers) in their uppermost position 
and withdraw camshaft and gear as a 
unit. 

Camshaft end float is controlled by 
thrust spring (Fig. 63). The three 
camshaft journals have a recom- 
mended diametral clearance of 0.004 
-0.008 in block bores, Journal diame- 
ters are as follows: 

Front 1.869-1.870 

Center .... 1.859-1.860 

Rear ,...,.. .1,839-1.840 

Four Cylinder Models 

78. To remove the camshaft, first 
remove timing gears, distributor drive 
(governor) and timing gear housing 
as outlined in paragraphs 69 through 
76. Secure cam followers (tappets) in 
the uppermost position and lift off 
thrust washer (Fig. 73), then with- 
draw camshaft from block bores. 

Thrust washer (Fig. 73) retains 
camshaft and controls end play. 
Thrust washer thickness is 0.216- 
0.218; check thrust washer for correct 
thickness and for wear or scoring. 
Recommended camshaft end play is 
0.004-0.016 and diametral clearance 
of camshaft journals in their bores is 
0.0025-0.0053. Camshaft journal di- 
ameters are as follows: 

Front 1.9965-1.9975 

Center 1.9863-1.9875 

Rear 1.9865-1.9675 



DISTRIBUTOR DRIVE SHAFT 
Three Cylinder Models 

79. Fig. 74 shows an exploded view 
of distributor drive shaft and asso- 
ciated parts. To overhaul the unit, 
turn crankshaft until No. 1 piston is 
coming Up on compression stroke and 
12" timing mark is aligned with the 
dot on flywheel housing at timing 
window. Remove timing gear cover as 
outlined in paragraph 68 and gover- 
nor gear as in paragraph 73. Remove 
distributor as shown in Fig. 75, rear 
cover (Fig. 76), thrust washer (Fig. 
77), drive shaft (Fig. 78) and housing 
(Fig. 79). 

Distributor drive shaft end play is 
0.004-0.010 and thrust is always to the 
rear because of governor action. Di- 
ametral clearance of shaft in housing 
bore is 0.001-0.0025, 

Assemble by reversing the disas- 
sembly procedure. With No. 1 piston 
at 12* BTDC on compression stroke, 
install distributor with rotor pointing 
toward engine block. Turn distributor 
body until points just begin to open 
and install holddown clamp. Complete 
the assembly by reversing the dis- 
assembly procedure. Check timing if 
necessary, as outlined in paragraph 
158. 

Four Cylinder Models 

80. A disassembled view of distri- 
butor drive unit and governor assem- 
bly is shown in Fig. 80. To remove 
or disassemble the unit, first remove 
timing gear cover as outlined in para- 
graph 69 and governor gear as in 
paragraph 73, Remove the distributor 
as shown in Fig. 81 and governor 
shaft thrust plate as shown in Fig. 
82. Disconnect governor and throttle 
linkage and unbolt and remove hous- 
ings as shown in Fig. 83. 

Unbolt and remove governor hous- 
ing from drive body. Withdraw thrust 
bearing and distributor drive gear 
then remove drive shaft assembly and 
governor weight unit. 

Distributor drive shaft end play is 
0.004-0.008 and thrust is forward, be- 

29 



=www.maskimsten.net 



Paragraphs 81-84 



MASSEY-FERGUSON 




Fig. SI — Remove distributor clamp and lift 
out distributor assembly. 



cause of governor action. Diametral 
clearance of shaft in housing byre is 
0.001-0,0025. 

Assemble by reversing the disas- 
sembly procedure. Turn crankshaft 
until No. 1 piston is coming up on 
compression stroke and 12 3 timing 
mark on crankshaft pulley is aligned, 
then install distributor drive gear 
with drive slot perpendicular to crank- 
shaft and offset to rear as shown in 
Fig. 84. Install distributor and turn 
distributor body until points just be- 
gin to open, then install and tighten 
clamp. Adjust governed speed as out- 
lined in paragraph 150 and timing as 
in paragraph 158 if adjustment is nec- 
essary. 

ROD AND PISTON UNITS 

All Models 

81. Connecting rod and piston units 
are removed from, above after remov- 
ing cylinder head, oil pan and rod 
bearing caps (engine balancer on four 



cylinder models). Cylinder numbers 
are stamped on the connecting rod 
and cap. When installing rod and pis- 
ton units, make certain the correla- 
tion numbers are in register and face 
away from camshaft side of engine. 
Tighten connecting rod nuts to a tor- 
que of 40-45 ft.-lbs. on three cylinder 
engines or 65-70 ft.-lbs. on four cyl- 
inder. 

PISTONS, SLEEVE5 AND RINGS 

All Models 

82. The aluminum alloy pistons 
have a combustion chamber cavity 
cast into piston crown and an "F" 
marking on top of piston to indicate 
front. Pistons are available in stand- 
ard size only. 

Each piston is fitted with a plain 
faced chrome top ring which is in- 
stalled either side up. Four cylinder 
models use a plain faced second com- 
pression ring which may be installed 
either side up. The internally cham- 
fered second compression ring on 
three cylinder models or third ring 
on four cylinder is marked "BTM" 
(bottom) for correct installation, A 
chrome railed, segmented oil control 
ring is used on all engines. 

Recommended side clearance for 
compression rings of all engines is 
0.002-0.004. End gap for compression 
rings should be as follows: All rings, 
three cylinder engines, 0.011-O.OlG; 
top rings, four cylinder engines, 0.016- 
0.02); other rings, four cylinder en- 
gines, 0.012-0.017. 

Production sleeves are a tight press 
fit in cylinder blocks and are finished 
after installation. Service sleeves are 
prc-finished and are a transition fit. 
Sleeves should not be bored and over- 
size pistons are not available. When 
installing new sleeves, make sure 
sleeves and bores are absolutely clean 
and dry, then chill the sleeves and 
press fully into place by hand. On 
three cylinder engine a properly in- 
stalled sleeve should be flush to 0,004 
below gasket surface of engine block. 





0' 



Fig. 62— -Removing governor shaft thrust 
plat*. 

30 



Fig, 83- 



-Removing governor be using as- 
sembly. 



Fjq_ 84 — With No. 1 piston at 12 s BTDC 
on- compression stroke, distributor drive slot 
should be perpendicular to crankshaft and 
effset to rear as shown. Insert a screw- 
driver in drive slot and turn counter-clocJi- 
wise to remove 

On four cylinder engine, sleeve should 
extend 0.030-0.025 above gasket face 
of block. 

PISTON PINS 

All Models 

S3. The full floating piston pins are 
retained in piston bosses by snap 
rings and are available in standard 
size only. The renewable connecting 
rod bushing must be final sized after 
installation to provide a diametral 
clearance of 0. 0005-0. 0015 for the pin. 
Be sure the pre-drilled oil hole in 
hushing is properly aligned with hole 
in top of connecting rod and install 
bushing from chamfered side of bore. 
Piston pin should be a thumb press 
fit in piston after piston is heated to 
160° F. Piston pin diameter is 1.2495- 
1.250 for three cylinder engine and 
0.9998-1.0000 for four cylinder. 

CONNECTING RODS AND 
BEARINGS 

All Models 

84. Connecting rod bearings are 
precision type, renewable from below 
after removing oil pan, balancer unit 
(four cylinder) and rod bearing caps. 
When renewing bearing shells, be 
sure the projection engages the milled 
slot in rod and cap and that correla- 
tion marks are in register and face 
away from camshaft side of engine. 

On three cylinder engines, connect- 
ing rod bearings should, have a dia- 
metral clearance of O.D025-0.004 on the 
2.2485-2.249 diameter crankpin. Bear- 
ings are available in undersizes of 
0.O10, 0.020 and 0.030 as well as stan- 
dard. Recommended connecting rod 
side clearance is 0.010-0.015. Tighten 
the self-locking connecting rod nuts 
to a torque of 45-50 ft.-lbs. 



MF135-MF15Q-MF165 



O 



Q^ 




Fig. 85 — Renewable thrust washers IS £ 

CJ control cmnkshoff end play. Main bear- 

tnq caps are positively located by ring 

dowels (Al. 

On four cylinder models, connecting 
rod bearings should have a diametral 
clearance of 0.0D15-O.O03 on the 2.499- 
2.4995 diameter crankpin. Recom- 
mended connecting rod side clearance 
is 0.010-0.015. Renew the self-locking 
connecting rod nuts and tighten to a 
torque of 85-70 ft.-lbs. 

CRANKSHAFT AND BEARINGS 
Three Cylinder Models 

85. The crankshaft is supported in 
four precision type main bearings. To 
remove the rear main bearing cap, it 
is first necessary to remove the en- 
gine, clutch, flywheel, flywheel 
adapter and rear oil seal. Other main 
bearing caps can be removed after 
removing oil pan. 



Upper and lower bearing liners are 
interchangeable on all except the 
front main bearing. When renewing 
front bearing, make sure the correct 
half is installed in engine block. Main 
bearing caps are numbered from front 
to rear and must be installed with 
block serial number reading from 
same direction on block and caps. 

Crankshaft end play is controlled 
by renewable thrust washers (B & C 
—Fig. 85) at front and rear of rear 
main bearing. The cap half of thrust 
washer is prevented from turning by 
the tab which fits in a machined 
notch in cap. Block half of washer 
can be rolled from position when 
bearing cap is removed. Recom- 
mended crankshaft end play is O.002- 
0.015. Thrust washers are 0.121-0.123 
in thickness and 0.007 oversize wash- 
ers are available as well as standard. 

Bearing inserts are available in 
standard size and undersizes of 0.010, 
0.020 and 0.030. Recommended tight- 
ening torque of main bearing cap- 
screws is 110-115 ft.-lbs. Check crank- 
shaft journals against the values 
which follow: 
Main journal diameter ..2.7485-2.749 

Crankpin diameter 2.2485-2.249 

Diametral Clearance: 

Main bearings ..._..... .0.003-0.005 

Crankpin bearings 0.0025-0.004 



Four Cylinder Models 

86. The crankshaft is supported in 
five precision type main bearings. To 
remove the rear main bearing cap it 




Fig. B6 « — - Installed view 
of engine balancer with 
timing mark; aligned. Re- 
fer to paragraph 83 for 
installation procedure. 



Paragraphs 85-88 

is first necessary to remove engine, 
clutch, flywheel and rear oil seal. All 
other main bearing caps can be re- 
moved after removing oil pan and 
engine balancer. 

Upper and lower main bearing in- 
serts are not interchangeable. The 
upper [block) half is slotted to pro- 
vide pressure lubrication to crank- 
shaft and connecting rods. Inserts are 
interchangeable in pairs for all jour- 
nals except center main bearing. The 
center main bearing journal controls 
crankshaft end thrust and renewable 
thrust washers are installed at front 
and rear of cap and block bearing 
bore. Lower half of insert is anchored 
by a tab to bearing cap; upper half 
can be renewed after cap is removed, 

Bearing inserts are available in un- 
dersides of 0.010, 0.020 and 0.030 as 
well as standard. Standard thrust 
washers are 0.089-0.091 in thickness 
and oversizes of 0.0075 are available 
as well as standard thickness. Over- 
sizes may be installed in pairs at 
front or rear of crankshaft; or at 
front and rear, if required, to correct 
for excessive end play. When renew- 
ing rear main bearing, refer to para- 
graph 90 for installation of rear seal 
and oil pan bridge piece. Recom- 
mended tightening torque for main 
bearing cap screws is 145-150 ft.-lbs. 
Check crankshaft journals against the 
values which follow: 
Main journal diameter ,.2.9985-2.999 

Crankpin diameter 2.499-2.4995 

Diametral Clearance: 

Main bearings ...... .0.0025-0.0045 

Crankpin bearings G.001d-0.003 



ENGINE BALANCER 

Four Cylinder Models 

87. OPERATION. The Lanchester 
type engine balancer consists of two 
unbalanced shafts which rotate in op- 
posite directions at twice crankshaft 
speed. The inertia of the shaft weights 
is timed to cancel out natural engine 
vibration, thus producing a smoother 
running engine. The balancer is cor- 
rectly timed when the balance 
weights are at their lowest point 
when pistons are at TDC and BDC of 
their stroke. 

The balancer unit is driven by the 
crankshaft timing gear through an 
idler gear attached to balancer frame. 
The engine oil pump is mounted at 
rear of balancer frame and driven by 
the balancer shaft. Refer to Figs. 86 
through 83. 

88. REMOVE AND REINSTALL. 
The balancer assembly can be re- 
moved after removing the oil pan and 

31 



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Paragraphs 89-9Q 

mounting cap screws. Engine oil is 
pressure fed through balancer frame 
and cylinder block. Balancer frame 
bearings are also pressure fed. Refer 
to Fig. B6 for an installed view of 
balancer unit. 

When installing balancer with en- 
gine in tractor, timing marks will be 
difficult to observe without removing 
timing gear cover. The balancer as- 
sembly can be safely installed as fol- 
lows: 

Turn crankshaft until No. 1 and 
No. 4 pistons are at the exact bottom 
of their stroke. Remove balancer idler 
gear (5 — Fig. 88) if necessary, and 
align the single punch-marked tooth 
of idler gear between the two marked 
teeth on weight drive shaft as shown 
at (B— Fig. 86). Install balancer frame 
with balance weights hanging' norm- 
ally. If carefully installed, timing will 
be correct. If engine is mounted in 
stand or tractor front end is removed^ 
timing marks can be observed by re- 
moving timing gear cover. 

NOTE: Balancer can be safely faMallcd 
with Na. 1 & 4 pistons at either TDC or 
EDC. BDC is selected because interference 
between connecting rod and balance 
weights can rjive warning if unit is badly 
out of time. Also, alignment of liming marks 
is not essential but is a convenience if 
someone else later disassembles the en- 
gine. 

With balancer correctly installed, 
lighten the retaining cap screws to a 
torque of 32-36 ft. -lbs. and complete 
the assembly by reversing the re- 
moval procedure, 

89. OVERHAUL*. Refer to Fig. 88 
for an exploded view of balancer 
frame and associated parts. To dis- 
assemble the removed balancer unit, 
unbolt and remove oil pump housing 



MASSEY-FERGUSON 




Pig. U8 — Exploded view of Lanehester type engine balancer, engine oil pump and associ- 
ated parts used US four cylinder mode-Is. 



1, Locknut 


T. Stud 


13. Key 


l!>. Shaft 


J. Huh 


8. Frami 


H. C-.tr 


20. PUmp body 


!. Dowel 


D. RLriE dQWflfa 


|& BaiftJMB w^lK^t 


24, V&Iire [>!a[0tt 


5. Idler Seat 


IB, PI am 


111, reliance weight 


K, Valve aprlcur 


i. W*«&W 


II. Drive slmft 


IT. 1 ".::..;■ gear 


25. Can 




12. Driven shaft 


IS, Pump geitr 


S. Set screws 



(20) and associated parts; and idler 
gear (5) and associated parts. Set 
screws (S) retaining balance weights 
(15 & 16) are installed using Grade 
"A" (Red) LOCTITE. Loosen the set 
screws, then push balance shafts (11 
& 12) forward out of frame and 
weights. NOTE: Use care when re- 
moving shafts, not to allow keys (13) 
to damage frame bushings as bushings 
are not available as a service item. 

Recommended diametral clearance 
for shafts {11 & 12) in frame bush- 
ings Is 0,002-0.0045 for front bushings 
or 0.002-0.0035 for rear. Shaft diame- 
ters are 1.2425-1.249 at front journal 
and 0.9937-0.0002 at rear. When as- 
sembling the balancer, use Grade "A" 
(Red) LOCTITE for installing the 
screws retainng gears (14) to balance 
weights (15 & 16) and the set screws 




Fig, B7— Assembled view 
of removed engine bal- 
ancer and oil pump unir. 
Refer to Fig. S3 for ex- 
ploded view. 



(S) retaining balance weights to 
shafts. Also make sure flat surfaces of 
weights arc aligned when installed, as 
shown in Pig. 87. 

Recommended diametral clearance 
for idler gear (5 — Fig. 88) on hub (2) 
is 0.001-0.0032. End play should be 
0.008-0.014. Bushing for idler gear is 
not available as a service item. 

Refer to paragraph 95 for overhaul 
of engine oil pump and to paragraph 
88 for installation of balancer assem- 
bly. 

CRANKSHAFT REAR OIL SEAL 
Alt Models 

90. The asbestos rope type rear oil 
seal is contained in a two-piece seal 
retainer attached to rear face of en- 
gine block as shown in Fig. 89. The 
seal retainer can be removed after 




Fig. 89 — Rear view of enqine block she-w- 
ind oil sea! retainer installed. 



MF135- MF150-MF165 

removing flywheel and adapter plate 
on three cylinder models; or flywheel 
on four cylinder units. 

The rope type crankshaft seal is 
precision cut to length, and must be 
i ns tailed in retainer halves with 



@ 




Fig. ?0 — U*e a round bar to bed the as- 
bestos rape seal in retainer half. Kefer to 
tent for details. 




0.0IQ-0.Q2O of seal ends protruding 
from each end of retainer groove. Do 
not trim the seal. Tc install the seal, 
clamp each retainer half in a vise as 
shown in Fig. 90. Make sure seal 
groove is clean. Start each end in 
groove with the specified amount of 
seal protruding. Allow seal rope to 
buckle in the center until about an 
inch of each end is bedded in groove, 
work center of seal into position, then 
roll with a round bar as shown. Re- 
peat the process with the other half 
of seal retainer. 

When installing cylinder block 
bridge piece on four cylinder engines, 
insert end seals as shown In Fig. 91. 
Use a straight edge as shown in Fig. 
92 to make sure bridge piece is flush 
with rear face of cylinder block. 

On all models, coat both sides of 
retainer gasket and end joints of re- 
tainer halves with a suitable gasket 
cement. Coat surface of rope seal with 
graphite grease. Install retainer 
halves and cap screws loosely and 
lighten clamp screws thoroughly be- 
fore tightening the retaining cap 
screws. 

FLYWHEEL 

All Models 

91. To remove the flywheel, first 
separate engine from transmission 
housing and remove the clutch. Fly- 
wheel is secured to crankshaft flange 
by six evenly spaced cap screws. To 
properly time the flywheel, align the 
seventh (unused) hole in flywheel 
with untapped hole in crankshaft 
flange. Tighten the flywheel retaining 
cap screws to a torque of 75-80 ft.- 
lbs. on all models. 



Paragraphs 91-94 

ENGINE ADAPTER PLATE 
Three Cylinder Models 

92. The engine flywheel is housed 
in a cast iron adapter plate which 
is located to engine block by two 
dowels and secured to block rear face 
by six cap screws. To obtain access to 
rear main bearing, crankshaft or rear 
oil seal it is first necessary to remove 
the adapter plate. After flywheel is 
off, adapter plate may be removed by 
removing the six retaining cap screws 
and tapping the plate from its 
doweled position on cylinder block. 

OIL PAN 
Atl Models 

93. The heavy cast iron oil pan 
serves as the tractor frame and at- 
taching point for tractor front sup- 
port. To remove the oil pan, first 
drain cooling system and oil pan. Re- 
move hood and side panels. On Model 
MF135, disconnect drag links and ra- 
dius rods. On other models discon- 
nect drag link. If so equipped, drain 
and disconnect power steering pump. 

On all models, support tractor un- 
derneath transmission housing, dis- 
connect radiator hoses, unbolt front 
support from oil pan and roll front 
support, front axle and radiator as an 
assembly from tractor. 

Place a rolling floor jack under oil 
pan, then unbolt and lower oil pan 
away from engine block. Install by 
reversing the removal procedure, 

OIL PUMP 
Three Cylinder Models 

04. The rotary type oil pump is 
mounted in front main bearing cap 
and driven from the crankshaft tim- 
ing gear through an idler as shown 
in Fig. 93. 



Fig. 91 — Cylinder block bridge is equipped 
with end seals as shown. 




Fiq. 92 — 'Use a straight edqe to align the 
cylinder block bridge. 



Fig. 93 — On three cylinder models, oil 

pump mounts on front main bearing cap 

os .shown. 



Fiq. 94 — Enqine oil pump can be unboiled 

from front matn bearing cap after retnov- 

Inq idler gear. 



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Paragraphs 95-99 




Fiq. 95 — Check sealing O-ring lor leakage 
or damaqe. 

To remove the oil pump, first re- 
move oil pan as outlined in paragraph 
93. Remove the small lower section of 



timing gear housing which extends 
below crankshaft and seals front of 
oil pan, Pump can be removed as an 
assembly with front bearing cap or 
detached from cap as shown in Fig. 
94 after removing idler gear. 

Check rotors for scoring or exces- 
sive wear. Check O-ring (Fig. 95) for 
leakage or damage. If pump compo- 
nents are excessively worn or other- 
wise damaged, renew the pump. Com- 
ponent parts are not available 
through parts stock. 

Four Cylinder Models 

95. The gear type oil pump is 
mounted on engine balancer frame 
and driven by balancer shaft as shown 
in Fig. B8. Oil pump can be removed 
after removing oil pan. The thickness 



MASSEY-FERGUSON 

of oil pump gears (17 Sc 18) should be 
0.001 greater to 0.004 less than gear 
pocket depth in pump body (20). Ra- 
dial clearance of gears in body bores 
should be 0.0003-0.012. Examine body 
gears and plate for wear or scoring 
and renew any parts which are ques- 
tionable. Refer to paragraph 96 for 
relief valve. 



RELIEF VALVE 

ATI Models 

96. The plunger type relief valve is 
located in oil pump body en all mod- 
els. Oil pressure should be 30-60 psi 
at full engine speed with engine at 
normal operating temperature. Valve 
spring is retained by a cap and cotter 



DIESEL ENGINE AND COMPONENTS 



Perkins diesel engines ate used. AH en- 
gines have a bore of 3.B inches and a 
stroke of 5.0 inches. Models MF135 and 
MT150 use a three- cylinder engine wilh a 
piston displacement of 152 cubic inches. 
Model MF165 uses a four cylinder en- 
gine having a piston displacement of 203.5 
cubic inches, All engines have thin-welled 
cylinder sleeves and a direct injection sys- 
tem. All engines oro similar in design and 
many of the parts are inlerchanqeable. 



R&R ENGINE WITH CLUTCH 

All Models 

97. To remove the engine and clutch 
as a unit, first drain the cooling sys- 
tem, and if engine is to be disassem- 
bled, drain oil pan. Remove hood. Dis- 
connect drag links and radius rods 
on Model MF135 and drag link on 
other models. Disconnect air cleaner 
hose, radiator hoses; and power steer- 
ing lines on models so equipped. 

Support tractor under transmission 
housing and unbolt front support cast- 
ing from engine; then roll front axle, 
support and radiator as an assembly, 
away from tractor. 

Shut off fuel and remove fuel tank r 
Unbolt and remove starting motor and 
disconnect wiring harness from gene- 
rator. Disconnect heat indicator send- 
ing unit, oil gage line and tachome- 
ter cable. Disconnect fuel pressure 

34 



and return lines and throttle linkage 
from injection pump. Support engine 
in a hoist and unbolt engine from 
transmission case. 

Install by reversing the removal 
procedure. Bleed the power steering 
system as outlined in paragraph 19 
and fuel system as in paragraph 136 
after engine is installed, 

CYLINDER HEAD 

AM Models 

98. REMOVE AND REINSTALL. To 
remove the cylinder head, first re- 
move hood and side panels. Shut off 
the fuel and remove fuel tank, Drain 
cooling system, disconnect upper radi- 
ator hose and remove heat indicator 
sending unit from water outlet el- 
bow. Remove injector lines and in- 
jectors.. Remove intake and exhaust 
manifolds and the external oil feed 
line leading to cylinder head. Re- 
move the rocker arm cover and rocker 
arms assembly, then unbolt and re- 
move the cylinder head. 

Mushroom type cam .followers op- 
erate directly in machined bores in 
the cylinder head and are prevented, 
from falling out as head Is removed 
by the tappet adjusting screw lock 
nuts. 

When installing the cylinder head, 
coat both sides of head gasket with a 
non - hardening sealing compound. 



Gasket is marked "Top Front" for 
proper installation. Tighten cylinder 
head stud nuts to a torque of 55-60 
ft.-lb5. using the sequence shown in 
Fig. 96 for three cylinder engine; or 
Fig- 97 for Model MF165. Adjust valve 
tappet gap as outlined in paragraph 
104. Head should be re-torqued and 
valves adjusted after engine is warm. 

VALVES AND SEATS 
All Models 

99. Intake and exhaust valves seat 
directly in the cylinder head. Valve 
heads and seat locations are numbered 
consecutively from front to rear. Any 
replacement valves should be so 
marked prior to installation. Intake 
and exhaust valves have a face angle 



1 




■ 


m 


© <D 


® <E> ®„ 


9^ 




© 






faour 


® 


<D 


® © 




© <D 


® 


® 


® 


® 



Fig. 9c- — On rhreo cylinder models, tighten 
cylinder head stud" nuts to a torque of 55- 
60 fr . - f b s-. in the sequence shown. The 
washer (Wj shoutd be installed in the lo- 
cation shown. 



MF135-MF150-MF16S 



Paragraphs 100-103 



o 



a 3 



' 








■s 


® 




© 


© 


© © © 

© 


© ® 

© 


© 


© 




FJONT - 

® ® 

© ® 


« 


© 






© © 



of 44 degrees, a seat angle of 45 de- 
grees and a desired seat width of 
1/16-inch. Seats can be narrowed us- 
ing 20 and 70 degree stones. 

Valve heads should be recessed a 
specified amount into the cylinder 
head. Clearance can be measured 
using a straight edge and feeler gage. 
Production clearances are held within 
the limits of 0.061-O.Q74. A maximum 
clearance of 0,140 is permissible be- 
fore renewing valves or cylinder head, 
providing other conditions of satis- 
factory valve service are met. Inlet 
and exhaust valve tappet gap should 
be set to 0,010, hot. 

VALVE GUIDES 
All Models 

100. The pre-sized intake and ex- 
haust valve guides are interchange- 
able and can be pressed from the cyl- 
inder head if renewal is indicated. 
Install guide with counterbored end 
toward valve head and press guide 
into head until distance (A— Fig. 98) 
between top end of guide and spring 
seat on cylinder head measures 0.534- 
0.594. 

Desired diametral clearance for the 
0.311-0.312 valve stem in guide is 
0,002-0.0045 for both intake and ex- 
haust valves, 

VALVE SPRINGS 
All Models 

101, Springs, retainers and locks are 
interchangeable for the intake and 
exhaust valves. Inner and outer 
springs are used as shown in Fig. 99. 
Springs may be installed with either 
end up. The inner spring (4) has a 
shorter assembled length than outer 
spring (5), due to the seating washer 
{3) and the machined step on spring 
retainer (6). Renew the springs if 
they are distorted, discolored, or fail 
to meet the test specifications which 
follow: 

INNER SPRING: 

Approx. free length 1% inches 

Lbs. test @ 1-3/16 inches 7-9 

Lbs. test @ 27/32 inch 21-25 



Fia. 97 — On Model 
ML-T 6 5 diescJ, tighten cyl- 
inder head stud nuts to a 
torque of 55-*Q ftv-lbs. 
Using the sequence shown. 



OUTER SPRING: 

Approx. free length. .1-25/32 inches 

Lbs. test @ I*£ inches 21-25 

Lbs. test @ 1-5/32 inches. .. .48-52 

CAM FOLLOWERS 

All Models 

102. The mushroom type tappets 
(cam followers) operate directly in 
machined bores In the cylinder head. 
The 0.6223-0.6238 diameter cam fol- 
lowers are furnished in standard site 
only and should have a diametral 
clearance of 0.0008-0,0035 in cylinder 
head bores. 

To remove the cam followers after 
cylinder head is off, first remove the 
adj usting screw and locknut, then 
withdraw the cam follower from its 
bore, 

ROCKER ARMS 
All Models 

103. The rocker arms and shaft as- 
sembly can be removed alter remov- 
ing the hood, fuel tank and rocker 
arm cover. The rocker arms are right 
hand and left hand units and should 
be installed on shaft as shown in Fig. 
100 or 101. Desired diametral clear- 
ance between new rocker arms and 
new shaft is 0.0008-0.0035. Renew 
shaft and/or rocker arm if clearance 
is excessive. 

The amount of oil circulating to the 
rocker arms is regulated by the ro- 
tational position of the rocker shaft 
in the support brackets. This position 
is indicated by a slot in one end of 
the rocker shaft as shown in Fig, 102. 
When the slot is positioned horizon- 



Fig. 100 — Assembled 
view of rocker arm shaft 
for three cylinder en- 
gines. 




Fiq, 98 — On all diesel models, valve guide 

is. correctly positioned" when distance IA1 

measures 0.534 - 0,594. 

tally, the maximum oil circulation is 
obtained. In production, the slot is 
positioned 3D 3 from the vertical and 
the position indicated by a punch 
mark (P) on the adjacent support 
bracket. When reassembling, position 
the rocker shaft slot as indicated by 
the punch mark and check the as- 
sembly for proper lubrication* The 
shaft will not normally need to be 
moved from the marked position. The 
indicating slot is located on front end 
of shaft on three cylinder models, 
rear end of shaft on Model MF165. 




Valve 
Spring seat 
Inner SprlnE 

I. Outer spring 

J, Retainer 



Fig. 99 — Disassembled view of valve, show- 
ing correct positioning of springs and re- 
tainers. 




35 



Paragraphs 104-106 





Fiq, 102 — End view of rocker shaft and 
support, showing indicating slot (S3 and 
punch mark IP) correctly positioned for 
proper lubrication. Maidmum lubrication is 
provided when slot (S) is horizontal. 



VALVE TAPPET GAP 

All Models 

104. The recommended cold tappet 
gap setting is 0.012 for both the in- 
take and exhaust valves of all mod- 
els. Cold (static) setting of all valves 
can be made from just two crank- 
shaft positions, using the procedure 
outlined in Figs. 103 and 104 for three 
cylinder engines; or Figs. 106 and 107 
for Model MF165. Proceed as fol- 
lows: 

Remove timing plug from left side 
oE flywheel adapter housing and turn 
crankshaft until the "TDC" timing 
mark is aligned with pointer as shown 
in Fig. 105. 

On three cylinder models, cheek 
the No. 4 rocker arm counting from 
front of engine. If valve is open, No. 
1 piston is on the compression stroke; 
adjust the four tappets shown in Fig. 

103. If No. 4 valve is closed, No. 1 
piston is on the exhaust stroke, ad- 
just the two tappets shown in Fig. 

104. Turn the crankshaft one complete 
turn until "TDC" timing mark is 
again aligned, then adjust the re- 
maining tappets. 

On Model MF165, check the rocker 
arms for the front and rear cylinders. 
If rear rocker arms are tight and 

36 



Fig. 101— Assembled view 

of rocker arm shaft for 

MF165 diesel. 



front rocker arms loose, No. 1 piston 
is on the compression stroke; adjust 
the four tappets shown in Fig. 106. If 
front rocker arms are tight and rear 
rocker arms loose, No. 4 piston is on 
the compression stroke; adjust the 
four tappets shown in Fig. 107. Turn 
the crankshaft one complete turn un- 
til "TDC" timing mark is again 
aligned, then adjust the remaining 
tappets. 

On all models recheck the adjust- 
ment, if desired, with engine running 
at slow idle speed. Recommended 
tappet clearance with engine at op- 
erating temperature is 0.010. Clear- 
ance may he adjusted with engine 
running at slow idle speed or by fol- 
lowing the procedure recommended 
for Initial adjustment. 

VALVE TIMING 
All Models 

105. To check the valve timing when 
engine is assembled, turn crankshaft 
until No. 1 piston is at TDC on the 
compression stroke; then, adjust the 
clearance of front valve to 0.045. In- 
sert a 0.002 feeler gage in front tap- 
pet gap and slowly turn engine in 
normal direction of rotation until 
feeler gage is tight. At this time, the 
"TDC" mark on flywheel should be 
aligned with timing pointer as shown 
in Fig. 105, NOTE: Timing may be 
considered correct if "TDC" mark is 
within %-inch of alignment with tim- 
ing pointer. Readjust the front valve 
to the recommended 0.012 before at- 
tempting to start the engine. 

TIMING GEAR COVER 
All Models 

106. To remove the timing gear 
cover, drain the cooling system and 
remove the hood. On Model MFlGo, 
and Model MF150 with power steer- 
ing, remove power steering pump 
from engine mounting and lay pump 
forward on front support. On all 
models, disconnect drag links, and 
radius rods if so equipped. Disconnect 
upper and lower radiator hoses and 
air cleaner hoses. Support the trac- 
tor under transmission case, unbolt 
front support from engine block and 



MASSEY-FERGUSON 

FRONT — ^ 




Fig. 103 — With "TDC-l" riming marks 
aligned as shown in Fig. 105 end No. 1 
pis von on compression stroke, adjust the 
indicated valves *>n three cylinder engines. 
Recommended co|d lappet gap is 0.012. 
With four Valves adjusted 1 , turn crankshaft 
one revolution and refer to Fig. T04. 



FRONT— 




Fig. 104 — ■ With "TEC-1" riming marks 
aligned as shown in Fig. 105 and No. 1 
piston on exhaust stroke, adjust the indi- 
cated valves Ofl three cylinder engines. 
Refer also to Fig. 103. 



roll front support, front axle and ra- 
diator as an assembly aw r ay from trac- 
tor. 

On model MF165, the front oil seal 
retainer (3 — Fig. 109) can be removed 
after removing crankshaft pulley, 
without removing main timing gear 
cover. To renew the seal, remove the 
crankshaft pulley and loosen the two 
cap screws (C — Fig. 110), then, unbolt 
and remove the seal retainer as shown. 



0* 




Fiq. 105 — "TDC-l" timing marks aligned 

as recommended far valve adjustment 1 as 

outlined in paragraph 104. 



MF135-MF150-MF165 



=www.maskinisten.net 

Paragraph 107 



FRONT - 




Remove and discard the "O" ring 
(R — Fig. 111). Press the seal (S) into 
retainer from the front with seal lip 
to the rear, until front of seal is 
3/32-inch from front face of bore. 
Install a new "O" ring (R), lubricate 
the "O" ring and use the crankshaft 
pulley (P — Fig. 112) as a pilot when 
reinstalling the seal retainer. 

To remove the timing gear cover on 
all models, remove crankshaft pulley, 
fan belt and water pump. 

The front oil seal (4— Fig. 113) used 
on three cylinder models can be re- 
newed after timing gear cover (2) is 
off. Install seal from front of bore 
with seal lip to rear, until front face 



Fit*. 104— On Model MF- 
T65 diesel. with "TDC-l" 
timing marks aligned as 
shown in Fig. 105 and 
No. I piston on compres- 
sion stroke, adjust the in- 
dicated! valves to 0-012. 
With adjustment com- 
pleted, turn crankshaft 
one revolution and refer 
to Fig. 107. 

Fig. 107— On Model MF- 
1*5 diesel, with "TDC-l" 
timing marks aligned as 
shown in Fta. 105 and No. 
4 piston on compression 
stroke, adjust the indi- 
cated valves to 0.01 2. 
With adjustment com- 
pleted, turn crankshaft 
one revolution and refer 
to Fig. 106. 



of seaH is Vi-inch beyond front face 
of timing gear cover. Camshaft thrust 
spring (1) is riveted to rear face of 
timing gear cover and controls cam- 
shaft end play. 



TIMING GEARS 
Three Cylinder Models 

107. Fig. 114 shows a view of timing 
gear train with cover removed. Be- 
fore attempting to remove any of the 
timing gears, first remove fuel tank, 
rocker arm cover and rocker arms as- 
sembly to avoid the possibility of 
damage to pistons or valve train if 



0>O 




Fig, 106 — Adjusting the 
valve tappet gap on dic- 
sel engine. 




1. Upper covf 

2. Inspection 

3. Front 3cal 
retainer 

4. Loivcr cover* 



Fig. 109 — Front view of MF165 diesel en- 
gine showing assembled timing gear cover. 
Lower portion (41 is removed with oil pan. 




Fig. 110 — Lower cover, including the two 

clamp screws [CJ, should be loosened 

when installing oif seal retainer (3). 




Fig. Ill — Oil leakage around outside of 

retainer (3) is prevented by "O" ring 

teal I.R). Lip seal tSJ should be installed 

from front, with sealing lip to rear. 

37 



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Paragraphs 103-111 



MASSEY-FERGUSON 



MF135-MF150-MF165 



Paragraphs 112-114 




Fig. 112 — Use the crankshaft pulley (PJ as 
a pilot when installing front seal -retainer 
43), Lower tfcnjng gear cover should be 
loosened to prevent damage to "O" ring 
(R). 



camshaft or crankshaft should be 
turned independently of the other. 

Timing gear backlash should be 
0.003-0. 90S between the large idler 
gear and any of the other gears in 
the timing train. Replacement gears 
are available in standard size only. 
If backlash is not within specified 
limits, renew the idler gear, idler gear 
shaft and/or any other gears con- 
cerned. 

To remove the timing gears or time 
the engine, unstake and remove the 
idler gear retaining bolt and slip the 
gear off idler shaft. The idler shaft 
is a light press lit in timing gear 
housing and is further positioned by 
the locating pin shown in Fig. 115. 
Pry the shaft from its place in timing 
gear housing if renewal is indicated. 

The crankshaft gear is keyed in 
place and fits the shaft with a tran- 
sition fit (0.001 tight to 0.001 loose). 
If the old gear is a loose fit, it may 
be possible to pry it off the shaft 
with a heavy screw driver or light 
pry bar. If a puller is needed, it will 
first be necessary to remove the oil 
pan and small lower section of tim- 
ing gear housing. 

The camshaft gear and injection 
pump drive gear can be removed by 
removing the cap screws and with- 
drawing the gears. To install the gears 
and time engine, refer to the ap- 
propriate following paragraphs: 

108. CAMSHAFT GEAR, The gear is 
attached to camshaft by three equally 
spaced cap screws which thread into 
camshaft flange. It is possible, there- 
fore, to install the gear in three po- 
sitions, only one of which is correct. 
To correctly install the gear, align 

38 



Fig. 113 — Exploded view 
of riming gear cover and 
associated parts used on 
three cylinder models 
Spring (11 controls, cam- 
shaft end ploy. 

1. Bering 

J. Timing pear cover 
.1. rn9[J ectlon cover 
4. OH seal 




0* 



the stamped letters "D" on camshaft 
hub and front face of gear as shown 
at (X— Fig. 114). 

10&. INJECTION rUMP DRIVE 
GEAR. The injection pump drive gear 
is retained, to the pump adapter by 
three cap screws. When installing the 
gear, align dowel pin (2 — Fig. 1 16) 
with slot (1) in adapter hub, then in- 
stall the retaining cap screws. The 
injection pump drive gear and adap- 
ter arc supported by the injection 
pump rotor bearings. 

110. TIMING THE GEARS. Due to 
the odd size of the idler gear, the 
timing marks will align only once in 
eighteen crankshaft revolutions. To 
time the engine after the gears are 
removed, first install camshaft gear 
as outlined in paragraph 108 and the 
injection pump gear as in paragraph 
105. Install the crankshaft gear on 
keyed shaft with timing mark to the 
front. Refer to Fig. 114 and turn 
crankshaft, camshaft and injection 
pump until the respective timing 
marks (T) point approximately to- 
ward idler gear hub; then, install 
idler gear with the retaining washer, 
locking washer and cap screw. 



Model MF165 

111, Fig. 117 shows a view of the 
timing gear train with cover removed 
and timing marks aligned. Due to the 
odd number of teeth in the two idler 
gears, all timing marks will align 
only once in more than 2,000 engine 
revolutions; therefore, timing is diffi- 
cult to check without removing one 
or both idler gears. 





Fig. 114 — Three cylinder diesel engine tim- 
ing gear train. Timing marks (Tl must be 
aligned when engine is assembled, but will 
only align once in IS crankshaft revolu- 
tions. 



Fig. 115 — Oil holes in cylinder block and 

idler gear stud are properly aligned by the 

locating pin shown. 



Before attempting to remove any 
of the timing gears, first remove fuel 
tank, rocker arm cover and rocker 
arms assembly to avoid the possibility 
of damage to pistons or valve train 
U camshaft or crankshaft should be 
turned with part of the gears re- 
moved, 

Recommended timing gear back- 
lash is 0.003-O.O06 between any two 
gears in the timing gear train. Re- 
placement gears are available in 
standard size only. If backlash is not 
within the specified limits, renew 
idler gears, idler gear shafts and/or 
the other gears concerned. 

Refer to the appropriate following 
paragraphs for removal, installation 
and timing of the gears: 



Fig. H$ — Correct installation of infection 

pump drive gear is simplified by the dowel 

pin 12) which fits in machined notch (1) 

in pump drive shaft. 



Fig. 117 — Timing gear 
train for Model MFU5 
diesel engine. The timing 
marks IT & P) must be 
aligned when engine is as- 
sembled, but win align 
only once in more than 
2000 crankshaft revolu- 
tions, Nonalignmenr of 
liming marks on idler 
gears (3 £ 4) does not 
necessarily mean, there- 
fore, that gears are in- 
correctly installed or en- 
gine is improperly timed. 



L. Camshaft yc.ir 

5. Injection pump pea 

3. Idter e&ftr 

4. Idler E&ar 

"i. Grakshaft gpe&T- 

6. Idler gear 

J, Otl pump drive j,-cai 




112. IDLER GEARS AND HUBS. 
Idler gears should have a diametral 
clearance of 0.OG3-0.O047 on idler gear 
hubs. Idler hub retainer plates and 
the flanged bushings in the lower 
idler gear (4 — fig. 117) are renew- 
able. End play of assembled idler gear 
should be 0.0O2-0.0Q4. Hubs (H— Fig. 
119) are interchangeable for the two 
idler gears. Retaining stud holes per- 
mit hubs to be installed only one 
way, with oil holes (B) aligned, 
Idler hubs are a light press fit in en- 
gine block and can be pried out if 
renewal is indicated. Refer to para- 
graph 116 for installation and timing 
of idler gears, 

113. CAMSHAFT GEAR. The cap 
screw holes in camshaft and cam- 
shaft gear (1— Fig. 117) are evenly 
spaced and the gear can be installed 
in three positions; only one of which 
is correct. The camshaft gear is cor- 
rectly installed when the stamped 
"D" (Arrow — Fig. 120) on camshaft 
gear is aligned with the stamped "D" 
(Arrow — Fig. 121) on camshaft 
mounting flange. 

114. INJECTION PTJMP DRIVE 
GEAR. The injection pump drive gear 
(2 — Fig. 117) is retained to the pump 
adapter by three cap screws. When in- 
stalling the gear, align dowel pin 




Fig. 11 B — Oil drilling <A1 in idler gear J3) 

aligns With oil feed passage (B — Fig. 119) 

during gear rotation to provide lubrication 

for timing gear teeth. 




Fig. 319— Oil feed passage 

block and idler gear hub 

aligned wJsen hub is 



(BJ in cylinder 
IK J must be 
installed. 



39 



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Paragraphs 115-118 




Fig. 120 — Retaining cap screw holes ore 
evenly spaced in camshaft and camshaft 
timing gear. Gear is correctly installed 
when the stomped "D" mark (arrowl is 
aligned with similar mark oil camshaft 
mounting flange, Refer to Fig, 121. 




Fig. 121 — The arrow indicates the stamped 

"D" timing mart on camshaft flange which 

must be aligned wilh similar mark on gear 

shown in Fig, 120. 



(D— Fig. 122) with the slot (S) in 
pump adapter (P) T then install the 
retaining cap screws. The injection 
pump drive gear and adapter are sup- 
ported by the injection pump rotor 
bearings. 

115. CRANKSHAFT GEAR. The 
crankshaft timing gear (5 — Fig. 117) 
is keyed to the shaft and is a tran- 
sition fit (0.001 tight to 0.001 loose) 
on shaft. It is usually possible to re- 
move the gear using two small pry 
bars to move the gear forward. Use a 
suitable puller and adapter if gear 
cannot be removed with pry bars. 

116. TIMING THE GEARS. To in- 
stall and time the gears, first make 
sure camshaft gear, injection pump 
drive gear and crankshaft gear are 
correctly installed as outlined in 
paragraphs 113, 114 and 115. Turn 
crankshaft until key is pointing up as 
shown in Fig. 117 and install lower 
idler (4) with one timing mark 
aligned with mark on crankshaft gear 
and the other mark pointing toward 
upper idler gear hub. Turn camshaft 
gear (1) and pump drive gear (2) so 
timing marks point toward upper 
idler gear hub; then install upper 
idler gear (3) with all timing marks 
aligned. When timing marks are 
properly aligned, reinstall idler gear 
retainer washers locks and stud nuts. 



TIMING GEAR HOUSING 
All Models 

117. To remove the timing gear 
housing, first remove timing gears as 
outlined in paragraph 107 or 111. On 
three cylinder models, remove oil pan 
and the small section of. housing ex- 
tending below the crankshaft- On all 




MASSEY-FERGUSON 

models remove the injection pump, 
Remove power steering pump if not 
previously removed. Block up the 
cam followers and withdraw cam- 
shaft; then, unbolt and remove timing 
gear housing. A small, cup-type ex- 
pansion plug which closes front end 
of oil gallery is accessible after re- 
moving the housing. 

Install by reversing the removal 
procedure. 

CAMSHAFT 
All Models 

118. To remove the camshaft, first 
remove timing gear cover as outlined 
in paragraph 106, then remove fuel 
tank, rocker arm cover and rocker 
arms assembly, Secure the valve tap- 
pets (cam followers) in their upper- 
most position, remove the fuel lift 
pump, then withdraw camshaft and 
gear as a unit as shown in Fig. 123. 

On three cylinder models, camshaft 
end float is dampened by the leaf- 
type thrust spring (l — Fig. 113) riv- 
eted to rear face of timing gear cover. 
Because of the spur-cut timing gears, 
end thrust does not present a prob- 
lem. On Model MF165, camshaft end 
thrust of 0.003-0.006 is controlled by 
a machined boss on the timing gear 
cover and a renewable thrust washer 
(A— Pig. 124), located in front of en- 
gine block and positioned by locating 
pin <B). 

The camshaft runs in three journal 
bores machined directly in engine 
block. The front and rear camshaft 
bearings are gravity lubricated by 
return oil from the rocker arms. The 
center journal is pressure lubricated 
by an external oil line shown in Fig. 
125. The center journal, in turn, me- 
ters oil to the rocker shaft and cylin- 



Fig- 122 — Dowel CD1 in pump drive gear 
(G) fits in milled slot (S) in injection 
pump drive shaft CP) for correct pump tim- 
ing. Timing morks (t) in the entire timing 
gear train musS be aligned as. shown in Fig. 
117 when gear is installed. 

40 



Fig. 123 — Camshaft end riminq 
be withdrawn as a unit as show 
texr. 




Fig, 124 — Camshaft thrust washer I A3 is 

positioned in engine block by (seating pin 

(B). 



a 



MF135-MF150-MF165 

der head through a second short oil 

feed line. 

Camshaft bearing journals have a 

recommended diametral clearance of 

0.004-0.003 in all three bearing bores. 

Journal diameters are as follows: 

Front 1.669-1.870 

Center 1.859-1 .660 

Rear 1.839-1.840 

ROD AND PISTON UNITS 

All Models 

11&. Connecting rod and piston units 
are removed from above after remov- 
ing cylinder head, oil pan and rod 
bearing caps. Cylinder numbers are 
stamped on the connecting rod and 
cap. When reinstalling rod and piston 
units, make certain the correlation 
numbers are in register and face away 
from camshaft side of engine, Refer 
to Fig. 126. Tighten the connecting 
rod nuts to a torque of 45-50 ft. -lbs. 

PISTONS, SLEEVES AND RINGS 
All Models 

120. The aluminum alloy, cam 
ground pistons are supplied in stand- 
ard size only and are available in a 
kit consisting of piston, pin and rings 
for one cylinder. The toroidal com- 
bustion chamber is offset in piston 
crown and piston is marked (A — Fig. 
126) for correct assembly. 

Each piston is fitted with s plain 
faced chrome top ring which may be 
installed either side up. The plain 
faced cast iron, second compression 
ring may also be installed either side 
up. 

The third compression ring consists 
of four steel segments as shown in 
Fig. 127. NOTE: Segments appear 
practically flat when not under com- 
pression; recommended installation 



O 




Fig. 125 — External ail lines lead from main 
oil gallery to center camshaft [ournol, and 
from center journal to cylinder head for 
valve rocker lubrication. Valve lubrication is 
metered by the camshaft drillings* 



procedure is as follows: Grasp and 
compress the segment as shown in 
Fig. 128 until ring ends slightly over- 
lap. When compressed, ring ends will 
curl up, as shown, or down if segment 
is turned over. Ring ends should curl 
down on segment placed in bottom of 
groove, up on second segment, down 
on third segment and up on top seg- 
ment. Space end gaps 180° apart for 
alternate segments after all are in- 
stalled. 

The fourth groove uses a chrome 
plated, segmented oil ring, expander 
type. Stagger end gaps in the chrome 
rails. 

The lower groove contains a east 
iron oil ring which may be installed 
either side up. 

Recommended end gap for all ex- 
cept segmented rings is O.0O9-O..013; 
recommended side clearance is 0.002- 
0.004. Recommended piston skirt 
clearance, measured 90° from piston 
pin is 0.005-0.007. 

The 0.0425 thick cast iron cylinder 
sleeves fit 0.001 loose to 0.001 tight 
in the 3.6875-3.6885 block bores. When 
installing the sleeves, make certain 
that the block bore (including the 
counterbore) and outside of cylinder 
sleeve is absolutely clean and dry. 
Chill the sleeve and press fully into 
place by hand + When properly in- 
stalled, top of sleeve must be flush 
to 0.004 below top face of cylinder 
block. Sleeves must be pulled using 
a suitable puller. 

PISTON PINS 
All Models 

121, The 1.24975-1.2500 diameter 
floating type piston pins are retained 
in piston bosses by snap rings and aTe 
available in standard size only. The 
renewable connecting rod bushing 
must be final sized after installation 




Paragraphs 119-121 

to provide a diametral clearance of 
0.0005-0.0017 for the pin. Be sure the 
pre-drilled oil hole in bushing is 
properly aligned with hole in top of 
connecting rod when installing new 
bushings. The piston pin should have 
a thumb press fit in piston after pis- 
ton is heated to 160* F. 




Fig. 127 — Cross sectional view of segmen- 
ted second compression ring correctly in- 
stalled. 




Fig, t2o— -Assembled rod and piston unit 
showing location of marks. 



Fig. 128 — When ring segment is compressed 

by hand as shown, ends of ring will point 

in direction which inner portion slants, 

41 



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Paragraphs 122-123 

CONNECTING RODS AND 
BEARINGS 

All Models 

122. Connecting rod bearings are 
precision type, renewable from below 
after removing oil pan and bearing 
caps. Whe"n renewing bearing shells, 
he sure that the projection engages 
milled slot in rod and cap and that 
the correlation marks are in register 
and lace away from camshaft side of 
engine. Replacement rods should be 
marked with the cylinder number in 
which they are installed. Bearings 
are available in standard, as well as 
undcrsizes of 0.010, 0.020 and O.030. 

Connecting rod bearings should 
have a diametral clearance of 0.0025- 
0.004 on the 2.2485-2.2490 diameter 
crankpin. Recommended connecting 
rod side clearance is 0.0095-0.015. 
Tighten the self-locking connecting 
rod nuts to a torque of 45-50 ft.-lbs. 



CRANKSHAFT AND BEARINGS 

All Models 

123. The crankshaft is supported in 
precision type main bearings, Four 
main bearings are used on three cyl- 
inder models, five on Model MF16S. 
To remove the rear main bearing cap 
on all models, it is first necessary to 
remove the engine, clutch, flywheel, 



MASSEY-FERGUSON 



flywheel adapter and rear oil seal. 
The remainder of the main bearing 
caps can be removed after removing 
the oil pan. 

Upper and lower bearing liners are 
interchangeable on all except the 
front main bearing. When renewing 
the front bearing, make sure the cor- 
rect half is installed in engine block. 
Bearing inserts are available in stan- 
dard size and undersizes of 0.010, 
0.020 and 0.030. 

Main bearing caps arc numbered 
from front to rear as shown at (E — 
Fig. 129). Block and cap bores are 
machined with caps in place and caps 
cannot be interchanged. Block and 
caps arc stamped with a serial num- 
ber (A) when the machining op- 
eration is performed. When installing 
caps, cap serial number must be on 
same side of block as the block 
serial number. Bearing caps are 
aligned to block by ring dowels as 
shown at (A— Fig. 130). 

Some early engines are fitted with 
shim washers and locking tabs un- 
der main bearing cap screw heads. 
Both items have been eliminated in 
late production engines. Both the 
locking tabs and shim washers can be 
discarded when engine is serviced; 
however, if either item is retained, 
both must be used. Tighten the main 
bearing cap screws to a torque of 90- 




<J 



Fig. 1 30 — Renewable rhrusr washers [B&O 

control crankshaft end play. Main bearing 

caps are pesirfrely located by ring dowels 

TAI. 




® 



Fig. 131 — Crankshaft end play can be 
measured! with a feeler gage as shown. 




MF135-MF150- MF165 



Paragraphs 124-127 



FJg. 129 — Matched block and bearing Caps bear a stamped serial number (A). Scoring 
■ceps are numbered front to rear as shown at ( B). 



Fig. 132 — Using a round bar to bed the as* 

bestos rope seal in retainer half. Refer to 

text for details. 




95 ft.-lbs. if shim washers and lock- 
ing tabs are used; or 110-115 ft.-lbs. 
if washers and locks are discarded or 
not present. 

Crankshaft end play is controlled 
by renewable thrust washers (B & C 
— Fig. 130) at front and rear of rear 
main bearing. The cap half of thrust 
washer is prevented from turning by 
the tab which fits in a machined notch 
in cap. Block half of washer can be 
rolled from position when bearing 
cap is removed. Recommended crank- 
shaft end play is 0.002-0.014 for all 
models. The 0.123^0.125 thick thrust 
washers (B & C) are available in 
O.0O7 oversize as well as standard. 

When renewing rear main bearing, 
refer to paragraph 125 or 126 for rear 
oil seal installation. 

Check the crankshaft journals 
against the values listed below; 

Main journal diameter . . 2.7485-2.749 

Crankpin diameter 2.2485-2.249 

Diametral clearance 

Main bearings O.003-O.GO5 

Crankpin bearings 0.0025-O.OO-i 



ENGINE ADAPTER PLATE 

All Models 

124. The engine flywheel is housed 
in a cast iron adapter plate which is 
located to the engine block by two 
dowels and secured to block rear face 
by six cap screws. 

To obtain access to the rear main 
bearing, crankshaft or . rear oil seal, 
it is first necessary to remove the 
adapter plate as follows: 

Split tractor between engine and 
transmission and remove clutch and 
flywheel. 

CAUTION: Flywheel is only lightly piloted 
to crankshaft flange- and is not doweled. 



Fjg. 133 — On three cylin- 
der models, crankshaft 
rear ail seal is housed In 
a two piece retainer 
belted to cylinder block 
as shown. Cup plug (P) 
seals rear end of main oil 
gallery and oil leaks are 
passible if plug Is not 
properly installed. 



Use care when removing to prevent fly- 
wheel from, falling and causing possible 
injury. 

After flywheel is oft, remove the cap 
screws securing adapter plate to engine 
block and tap plate free of locating dowels. 
Install by reversing the removal procedure. 
Tighten flywheel retaining cap screws to a 
torgue of 75 it. -lbs. 

REAR OIL SEAL 
IMPORTANT: When rear oil leaks are 
present, check before and during disassem- 
bly, to make sure crankshaft seal is actu- 
ally leaking. Other points of possible leak- 
age are the cup plug (P — Fig. 133 or 136) lo- 
cated in rear face at engine block to- seal 
the main oil gallery, seal retainer gaskets, 
or lower retainer cap screws tan MEIGS). 

125. The asbestos rope type rear oil 
seal is contained in a two-piece seal 
retainer at rear of engine block. The 
seal retainer can be removed after 
removing flywheel and adapter plate. 

The rope type crankshaft seal is 
precision cut to length, and must be 
installed in retainer halves with 0.010- 
0.020 of seal ends projecting from 
each end of retainer. To install the 
seal, clamp each half of retainer in a 
vise as shown in Fig. 132. Make sure 
seal groove is clean. Start each end 
of seal in groove with the specified 
amount of free end protruding. Al- 
low seal rope to buckle in the center 
until about an inch of each end is 
bedded in groove, work center of seal 
into position, then roll with a round 
bar as shown. Repeat the process with 
the other half of seal. Install seal re^ 
talner as outlined in paragraph 126 or 
127. 

Three Cylinder Models 

126. To install the oil seal, first 
make sure gasket surfaces of block 
and bearing cap are clean. Coat both 
sides of retainer gasket and end joints 




Fig. 134 — Installed view of rear Oil seal 

used on Model MF1&5 dieset. The four cap 

screws [ CJ are sealed with aluminum 

•washers. 




Fie.. ] 35 — When installing rear oil seal 

housing on four cylinder models, use a 

straight e-dg-o as shewn, t© make sure rear 

edge is flush with block fear face. 



of retainer halves with a suitable gas- 
ket cement. Coat shaft surface of ropo 
seal with graphite grease. Install re- 
tainer halves and cap screws loosely; 
and tighten clamp screws thoroughly 
before tightening the retaining cap 
screws. 



Model MF16S 

127. Use a straightedge as shown in 
Fig. 135 when installing oil pan seal 
housing, to make sure rear face of 
housing and block are flush. Coat 
both sides of retainer gasket and end 
joints of retainer halves with a suit- 
able gasket cement. Coat shaft sur- 
face of rope seal with graphite grease. 
Install retainer halves and all cap 
screws loosely and tighten clamp 
screws thoroughly before tightening 
the retaining cap screws. The four 
lower cap screws (C — Fig. 134) are 
sealed with aluminum washers to pre- 
vent oil seepage at cap screw threads. 
Make sure aluminum washers are in 
good condition and properly installed. 

43 



Paragraphs 128-130 




Fig. 136 — to renew rear a\\ seal (SI on 
four cylinder mode-is, the oil pan, flywheel 
and engine adapter plote must be removed 
as shown. Check the cup plug (PI In oil 
gallery for signs of leaketqe while adapter 
plate Is off. 




FLYWHEEL 

All Models 

128. To remove the flywheel, first 
separate- the engine from transmis- 
sion housing and remove the clutch. 
Flywheel is secured to crankshaft 
flange by six evenly spaced cap 
screws. To properly time flywheel to 
engine during installation, be sure 
that unused hole in flywheel aligns 
with untapped hole in crankshaft 
flange. 

CAUTION: Flywheel is only lightly piloted 
to crankshaft. Use caution -when unbolting 
flywheel to prevent flywheel from falling 
and causing possible Injury. 

The starter ring gear can be re- 
newed after flywheel is removed. 
Heat ring gear evenly to 475°-500° F. 
and install on flywheel with beveled 
end of teeth facing front of engine. 

Check flywheel runout with a dial 
indicator as shown in Fig. 137 after 
flywheel is installed. Maximum al- 
lowable flywheel runout must not ex- 
ceed 0.001 for each inch from fly- 
wheel ccnterline to point of measure- 
ment. Tighten the flywheel retaining 
cap screws to a. torque of 75 ft. -lbs. 
when installing the flywheel. 

OIL PAN 
All Models 

129. The heavy cast-iron oil pan 
serves as the tractor frame and at- 
taching point for the tractor front 
support, To remove the oil pan, first 
drain cooling system and oil pan. Re- 
move hood and side panels. On MF13S, 
disconnect drag links and radius rods. 
On other models disconnect drag link 



MASSEY. FERGUSON 

and if so equipped, unbolt power 
steering pump from engine and lay 
pump forward in front support. On 
all models, support tractor underneath 
transmission housing, disconnect ra- 
diator hoses and air cleaner hose, un- 
bolt front support from oil pan and 
roll front support, front axle and 
radiator as an assembly away from 
tractor. 

Place a rolling floor jack under oil 
pan. On three cylinder models, re- 
move the attaching cap screws and 
lower the oil pan away from engine 
block. On Model MF165, refer to Fig. 
138 and remove stud nut (N) at left 
front corner of oil pan. Remove the 
similar stud nut on right side of block 
which is located behind front support 
spacer (S— Fig. 139). Remove the two 
cap screws (C) from timing gear 
cover, remove remainder of oil pan 
retaining cap screws and lower the 
pan with lower timing gear cover (L) 
attached. 

Before reinstalling the oil pan on 
Model MF165, remove lower timing 
gear cover (L) r and reinstall finger 
tight using a new gasket. Examine the 
"O" ring on front oil seal retainer 
and, if in good condition, reinstall pan 
and tighten the cap screws retaining 
pan to engine block and flywheel 
adapter. Install and tighten the two 
cap screws (C); then tighten the 
screws retaining lower timing gear 
housing (L) to oil pan, 

OIL PUMP 

All Models 

130. The rotary type oil pump is 
mounted on front main bearing cap 



Fie,. 137 — Checking flywheel ruhoul with 
dial indicator. Refer to text for details. 




rig. 133' — Before removing ail pan c-n 

Model MF165 diesel, it is first necessary 

to remove front end unit and stud nut (N) 

from each side of timing near housing. 

44 



Fig. 139 — The front support spacer (SI 
must be removed far access to hidden srud 
nut- Remove cap screw (C) from, each side 
of timing qeor cover Olid allow lower cover 
(LI lo remain on oil pan. 



Fig. 140 — Mounted view af engine oil pump 

and drive assembly with o)\ pan removed. 

Four cylinder engine is shown but three 

cylinder unit fo similar. 



MF135-MF150-MF165 




Fig, 141 — Removing engine oil pump as an 
assembly with front main bearing cap. 



€ 




Fig. 142— -Engine oil pump may be unbolted 
from front main bearing cap after remov- 
ing idler gear. 



& 




Fig. 143 — Roror e.car clearance should not 

exceed 0.094 when measured with a feeler 

gage as shown. 



Fig. 144 — Rotor to body clearance should 
not exceed 0,010. 



and driven from the crankshaft tim- 
ing gear through an idler as shown 
in Fig. 140. 

To remove the oil pump, first re- 
move oil pan as outlined in para- 
graph 1S9. On three cylinder models, 
remove the small lower section of 
timing gear housing which extends 
below crankshaft and seals front of oil 
pan, Pump can be removed as an 
assembly with front bearing cap as 
shown in Fig. 141, or detached from 
cap as shown in Fig. 142 after re- 
moving idler gear. 

Check rotor clearance with a feeler 
gage as shown in Fig. 143. Clearance 
should not exceed 0.006. Rotor to body 
clearance should not exceed 0.010 
when checked as shown in Fig. 144. 
Check rotor end clearance with a 
straight edge and feeler gage as shown 
in Fig. 145; clearance should not ex- 
ceed 0.003. Except for the drive idler 
gear, relief valve plunger and relief 
valve spring, the oil pump is avail- 
able only as an assembly, If rotor 
or body are scored, otherwise dam- 
aged, or fail to meet the test specifi- 
cations listed above, renew the pump. 



=www.maskinisten.net 

Paragraph 131 




Fig. 145 — Rotor end clearance can be 

measured with a straight-edge and feeler 

gage as shown. Clearance should not ex« 

eeed 0.003. 




Fig. 146 <— Disassembled view of plunger 

type relief valve which Is located In ell 

pump body. 



RELIEF VALVE 
All Models 

131. The plunger type relief valve 
(Fig, 146) is located in oil pump body, 
and can be adjusted by renewing 
spring (2) to maintain a relief pres- 
sure of 50-65 psi at operating 1 speed. 
Spring (2) should have a free length 
of 1^-inches- and should test 5Yi~ 
TV* lbs, at lV4-incb.es or ll%-13^j lbs. 
at 1 inch. 

45 



Paragraphs 132-134 



MASSEY-FERGUSON 



MF135-MF1S0-MF165 



=www.maskimsten.net 

Paragraph 135 



GASOLINE FUEL SYSTEM 



CARBURETOR 

All Models 

132. ADJUSTMENT. Marvel-Scheb- 
ler or Zenith carburetors may be used. 
Initial adjustments are approximately 
one turn open for idle mixture adjust- 
ment needle and 1V4-1V& turns open 
for main adjustment needle. Final ad- 
justments must be made under operat- 
ing conditions with engine at normal 
temperature. After mixture adjust- 
ments have been made, adjust low 
idle speed to 450-500 rpm for models 
with Continental engine nr 725-775 
rpm for models with Perkins engine. 

133. OVERHAUL (MAHVEL- 
SCHEBLER). Refer to Fig. 147. To dis- 
assemble the removed carburetor, 
first clean outside with a suitable sol- 
vent and remove main adjusting 
needle (14) and idle mixture adjust- 
ing needle (15), Remove the four 
screws which retain throttle body 
(13) to fuel bowl (3) and lift off 



14 15 13 11 




Fjg. 147 — Exploded view of Marvcl-Sclieb- 
ler carbureter used on some modets- 



1. ChQko shaft 

2. Choko valve 

3. Fuel boivl 

4. Drain plug 

5. Float 

5. ITiin noz.z3o 

7. Venturi 

8. Inlet needle V 

46 



&. Idle SDfced screw 
IV. Throttle shaJt 

11. Throttle vaU-e 

12. Idle Jat 

13. Throttlr body 

1-J. Main, adjustment 

15, Idle mixture needle 



throttle body, gasket and venturi (7). 
Remove float shaft and float, gasket, 
venturi and inlet needle valve. With- 
draw venturi from, gasket and discard 
the gasket. Remove inlet needle valve 
scat, idle jet (12) and main nozzle 
(6). Discard the gaskets from nozzle 
and needle valve seat. 

Remove throttle and choke valves, 
shafts and packing. Bushings for 
throttle and choke shafts axe not pro- 
vided. 

Clean all parts in a suitable carbu- 
retor cleaner and rinse in clean min- 
eral solvent. Blow out passages in 
body and bowl with compressed air 
and renew any parts which are worn 
or damaged, 

Assemble by reversing the disas- 
sembly procedure, using new gaskets 
and packing. Install throttle valve 
(II) with marking toward mounting 
flange on the side away from adjust- 
ing needles. Adjust float height to 
Vi-inch when measured from gasket 
surface to nearest edge of float, with 
throttle body inverted. If adjustment 
is required, carefully bend float arms 
using a bending tool or needle nose 
pliers, keeping the two halves of float 
parallel and equal. Check mixture ad- 
justments after installation, as out- 
lined in paragraph 132. 

134. OVERHAUL (ZENITH). To dis- 
assemble the removed carburetor, 
first clean outside with a suitable 
solvent. Remove the screws retaining 
throttle body (16 — Fig. 148) to fuel 
bowl (8) and remove fuel bowl. Re- 
move float shaft, float (12) and inlet 
valve needle. NOTE: Float shaft is a 
tight fit in slotted side of hinge 
bracket and should be removed from 
opposite side. 

Remove venturi (II), inlet valve 
seat and idle jet (14) from throttle 
body. Remove idle adjusting needle 
(18). Remove main, adjusting needle 
assembly (1), discharge jet (2), main 
jet (9) and well vent jet (10) from 
fuel bowl. Remove throttle and choke 
valves, shafts and packing. Bushings 
for throttle and choke shafts are not 
provided. 

Discard all gaskets and packing and 
clean remainder of parts in a suitable 
carubretor cleaner. Rinse in clean 
mineral solvent and blow out passages 
in body and bowl with compressed air. 
Renew all gaskets and packing and 
any other parts which are worn or 
damaged. 



Assemble by reversing the disas- 
sembly procedure, using new gaskets 
and packing. Install throttle valve 
(17} so beveled edges will fit throttle 
body bore with throttle closed, with 
side of throttle plate farthest from 
mounting flange aligned with idle 
port. Adjust float height to l^W 
inch when measured from gasket sur- 
face of throttle body to farthest edge 
of float at free ends. If adjustment is 
required, carefully bend float arms 
using a bending tool or needle nose 
pliers, keeping the two halves of float 
paralLel and equal. Check mixture ad- 
justments after installation, as out- 
lined in paragraph 132. 




a* 



Fig, 148 — Exploded view of Zenith carbu 
refer used on some models. 



Main adjustment 


10 


Wrtl vanl jet 


needle 


1L. 


VentHri 


Di3chim:# Jot 


12. 


Float 


Drain pint 


13 


Inlet needlt. valve 


Spring 


14 


Idlo jet 


Choke shaft 


Id 


ThrotHo shart 


Bracket 


IE 


Throttla body 


Chcko valve 


11 


Throttle valve 


Flout chamber 


11 


Idle mixture needle 


Main, Jet 


IS. 


Id!e apeed screw 



DIESEL FUEL SYSTEM 



1 



The diesel fuel system, consists of ihroo 
basic units; lh.e iuol lank and filters, injec- 
tion pump and Injector nozzles. When serv- 
icing any unit associated with the diesel 
fuel system, the maintenance of absolute 
cleanliness is ol utmost importance. Of equal 
Importance is the avoidance of nicks or burrs 
on any of the working parts. 

Probably the most important precaution 
that service personnel can impart to owners 
of diesel powered tractors is to urge them, to 
use an approved fuel lhat is absolutely 
clean and free from foreign materials. Ex- 
tra precaution should be taken to make 
certain (hat no water enters the fuel Bor- 
age tanks. Because of tho high pressures 
and degree of control required of injection 
equipment, extremely high precision stand- 
ards are necessary in the manufacture and 
servicing of diesel components. Extra care 
in daily maintenance will pay big dividends 
in long service life and the avoidance of 
costly repairs. 

FUEL FILTERS AND LINES 

All Models 

135. OPERATION AND MAINTE- 
NANCE. Refer to Fig. 149 for a sche- 
matic view of fuel flow through fil- 
ters and injection pump. 

NOTE: Actual location of filters may dif- 
fer somewhat from that shown. The cam- 
shaft actuated, diaphragm type fuel lift 
pump is net shown. 

A much greater volume of fuel is 
circulated within the system than is 
burned in the engine, the excess serv- 



f. inject fa tt pomi 

I. InloT Sljie 
P. Primary filter 
R. Etaturn Una 
3. Final filter 




Fig- 149 — Schematic view d( diesel injection pump, fuel filters and |in«. Arrows indicate 
direction of fuel flow. Bleed screws and proper bieeding order are indicated by ihe nu- 
merical references (1. 2, 3 He 41. 



ing as a coolant and lubricant for the 
injection pump. Fuel enters the pri- 
mary filter (P) through inlet line (I), 
where it passes through the water trap 
(Agglomerator) and first stage filter 
element. Both lines leading to injec- 
tion pump (Fj, and return line (R-), 
are connected to a common passage in 
secondary filter (S); and separated 
from primary filter line only by the 
secondary filter element. The greater 
volume of filtered fuel is thus recircu- 
lated between the secondary filter (S) 
and injection pump (F). A much 



smaller quantity of fuel enters the 
system through inlet line (I) or re- 
turns to the tank through line (R), 
thus contributing to longer filter life. 
Inspect the glass bowl at bottom of 
primary filter {P) daily and drain 
off any water or dirt accumulation. 
Drain (he primary filter at 100 hour 
intervals and renew the element each 
500 hours. Renew element in secon- 
dary filter (S) every 1000 hours. Re- 
new hoth elements and clean the tank 
and lines if evidence of substantial 
water contamination exists. 



DIESEL SYSTEM TROUBLE-SHOOTING CHART 



Lock of fuel 

Water or dirt in fuel 

Clogged fuel lines 

Inferior iuel 

Faulty primary pump....... 

Faulty injection pump timing. 
Air traps in. system, ,..,,,*, 

Clogged fuel filters 

Faulty nozzle 

Faulty injection pump 



Sudden 


Lack 


Engine 


Irregular 




Excessive 


Stopphig 


of 


Hard 


Engine 


Engine 


Fuel 


of Engine 


Power 


to Start 


Operation 


Knocks 


Consumption 


* 


* 


* 


* 






* 


* 


* 


• 






* 


• 


* 


* 








* 


* 


* 


* 


■k 


* 


* 


* 


* 








* 


* 


* 


* 


* 


• 


* 


* 


• 






• 


* 


• 


• 








* 




* 


* 


* 


• 


* 


• 


* 


A 


• 



47 



=www.maskimsten.net 



Paragraphs 136-138 



MASSEY-FERGUSON 




Fig. 1 B — -Fuof lift pump showinq manu 
lover (Ml. 




Fig. 1 SI — A suirable in|ccror tester is re- 
quired to completely lest cmd adjust the 
injector nonles. 




Fig, 152 — Noule holes (arrows) are not 
located an equal distance from nozzle tip. 



136_ BLEEDING. To bleed the sys- 
tem, make sure tank shut-off valve 
is open, have an assistant actuate the 
manual lever (M — Fig. 150) on fuel 
lift pump, and proceed as follows; 

Loosen the air vent (1 — Fig. 149) on 
primary filter (P) and continue to 



Fig. 153 — Morale spray pattern Is not sym- 
metrical with centerline of jioztfc tip. 



operate the lift pump until air-free 
fuel flows from vent plug hole. 
Tighten plug (1). Loosen vent plugs 
(2, 3 and 4) on secondary filter and 
injection pump, in turn while con- 
tinuing to operate the 1 if t pump. 
Tighten each plug as air is expelled 
and proceed to the next. Operate 
manual lever for approximately ten 
extra strokes after tightening vent 
plug (4), to expel any air remain- 
ing in bleed back lines. 

With the fuel supply system air- 
bled, push in the stop button, parti- 
ally open throttle lever and attempt 
to start the tractor. If tractor fails to 
fire, loosen compression nut at all in- 
jector nozzles and turn engine over 
with starter until fuel escapes from 
all loosened connections. Tighten com- 
pression nuts and start engine. 

TROUBLE SHOOTING 

All Models 

13*7, QUICK CHECKS— UNITS ON 
TRACTOR. If the dicsel engine fails 
to start or does not run properly, and 
the diesel fuel system is suspected as 
the source of trouble, refer to the 
Dicsel System Trouble Shooting Chart 
and locate points which require fur- 
ther checking. Many of the chart 
items are self-explanatory; however, 
if the difficulty points to the fuel 
filters, injection nozzles and/or injec- 
tion pump, refer to the appropriate 
paragraphs covering that particular 
unit. 



INJECTOR NOZZLES 
All Models 

WARNING: Fuel leaves ifee injector noz- 
zle with sufficient pressure to penetrate tfie 





Fig. 154 — Exploded view of C. A. V. Fn- 
jeerer nextle and holder assembly. Carreer 
opening pressure is indicated an tab (4). 



1. Cap nut 


8. Valve splntl] 


2. Casket 


S. Nozsle holds 


3. T-oekniu 


10. jr&aate vsvlva 


■1. Tab 


It. NozzIg body 


Hi. Adjusting screw 


IS. Nozzle nut 


6. Adjusting atUm 


13. Scat wnaher 


7. S|)riT5[,- 


H. Dust shield 



skin. Keep unprotected parts of your body 
clear of the nozzle spray when letting. 

All models are equipped with C. A. 
V. multi-hole nozzles which extend 
through the cylinder head to inject 
fuel charge into a combustion cham- 
ber machined in crown of piston. 

138.TESTING AND LOCATING A 
FAULTY NOZZLE. If rough or un- 
even engine operation, or misfiring, 
indicates a faulty injector, the defec- 
tive unit can usually be located as 
follows: 

With engine running at the speed 
where malfunction is most noticeable 
(usually low idle speed), loosen, the 







Ss 



MF135-MF150-MF165 

compression nut on high pressure line 
for each injector in turn and listen 
for a change In engine performance. 
As in checking spark plugs, the faulty 
unit is the one which, when its line 
is loosened, least affects the running 
of the engine. 

If a faulty nozzle is found and con- 
siderable time has elapsed since the 
injectors have been serviced, it is. 
recommended that all nozzles be re- 
moved and serviced or that new or 
reconditioned units be installed. Re- 
fer to the following paragraphs for 
removal and test procedure. 

139. REMOVE AND REINSTALL. 

Before loosening any fuel lines, thor- 
oughly clean the lines, connections, 
injectors and engine area surround- 
ing the injector, with air pressure and 
solvent spray. Disconnect and remove 
the leak-off line, disconnect pressure 
line and cap all connections as they 
are loosened, to prevent dirt entry 
into the system. Remove the two stud 
nuts and withdraw injector unit from 
the cylinder head. 

Thoroughly clean the no^le recess 
in cylinder head before reinstalling 
injector unit. It is important that seat- 
ing surface be free of even the small- 
est particle of carbon or dirt which 
could cause the injector unit to be 
cocked and result in blow-by. No 
hard or sharp tools should be used in 
cleaning. Do not re-use the copper 
scaling washer located between in- 
jector nozzle and cylinder head, al- 
ways install a new washer. Each in- 
jector should slide freely Into place 
in cylinder head without binding. 
Make sure that dust seal is reinstalled 
and tighten the retaining stud nuts 
evenly to a torque of 20-22 ft.-lbS- 
After engine is started, examine in- 
jectors for blow-by, making the nec- 
essary correction before releasing 
tractor for service. 

140. TESTING. A complete job of 
testing and adjusting the injector re- 
quires the use of special test equip- 
ment. Only clean, approved testing 
oil should be used in the tester tank. 
The nozzle should be tested for open- 
ing pressure, seat leakage, back leak- 
age, and spray pattern. When tested, 
the nozzle should open with a sharp 
popping or buzzing sound and cut off 
quickly at end of injection with a 
minimum of seat leakage and con- 
trolled amount of back leakage. 

Before conducting the test, operate 
tester lever until fuel flows, then at- 
tach the injector. Close the valve to 
tester gage and pump tester lever a 



few quick strokes to be sure nozzle 
valve is not plugged, that four sprays 
emerge from nozzle tip, and that 
possibilities are good that injector can 
be returned to service without over- 
haul. 

NOTE; Spray pattern is not symmetrical 
with centcrline of nozzle tip. The apparently 
irregular location of nozzle holes (See Figs. 
IS 2 end 153) is designed to provide the 
corteet spray pattern in the eomhuslion 
chamber. 

If adjustment is indicated by the 
preliminary tests, proceed as follows: 

141. OPENING PRESSURE. Open 
the valve to tester gage and operate 
tester lever slowly while observing 
gage reading. Opening pressure should 
be 2500 psi for three cylinder models 
or 2575 psi for Model MF165. It open- 
ing pressure is not as specified, re- 
move the Injector cap nut (1 — Fig. 
154), loosen loeknut (3) and turn ad- 
justing sleeve (5) as required to ob- 
tain the recommended pressure. 

NOTE: When adjusting a new in- 
jector or overhauled injector with new 
pressure spring (7), set the pressure 
220 psi higher than specified, to allow 
for Initial pressure loss. 

142. SEAT LEAKAGE. The nozzle 
tip should not leak at a pressure less 
than 2300 psi. To check for leakage, 
actuate tester lever slowly and as the 
gage needle approaches 2300 psi, ob- 
serve the nozzle tip. Hold the pres- 
sure at 2300 psi for ten seconds; if 
drops appear or if nozzle tip is wet, 
the valve is not seating and the in- 
jector must be disassembled and over- 
hauled as outlined in paragraph 145. 

143. BACK LEAKAGE. If nozzle 
seat as tested In paragraph 142 is 
satisfactory, check the injector and 
connections for wetness which would 
Indicate leakage. If no visible external 
leaks are noted, bring gage pressure 
to 2250 psi, release the lever and ob- 
serve the time required for gage pres- 
sure to drop from 2250 psi to 1500 psi. 
For a nozzle in good condition, this 
time should not be less than six sec- 
onds. A faster pressure drop would 
indicate a worn or scored nozzle valve 
piston or body, and the nozzle assem- 
bly should be renewed. 

NOTE: Leakage of the tester check valve 
or connections will cause a false reading. 
showing up in this test as excessively fast 



Paragraphs 139-145 

leak-back. If all injectors tested fail to pass 
this lest, the tester raLher than the units 
should be suspected as faujty. 

144. SPRAY PATTERN: If leakage 
and pressure are as specified when 
tested as outlined in paragraphs 141 
through 143 , operate the tester handle 
several times while observing spray 
pattern. Four finely atomized, equally 
spaced, conical sprays should emerge 
from nozzle tip, with equal penetra- 
tion into the surrounding atmosphere, 

If pattern is uneven, ragged or not 
finely atomized, overhaul the nozzle 
as outlined in paragraph 145. NOTE: 
Spray pattern is not symmetrical with 
centerline of nozzle tip as shown in 
Fig. 153. 

145. OVERHAUL. Hard or sharp 
tools, emery cloth, grinding com- 
pound, or other than approved sol- 
vents or lapping compounds must 
never be used. An approved nozzle 
cleaning kit is available through any 
C. A. V. Service Agency and other 
sources. 

Wipe all dirt and loose carbon from 
exterior of nozzle and holder assem- 
bly. Refer to Fig. 154 and proceed as 
follows. Secure the nozzle in a soft- 
jawed vise or holding fixture and re- 
move the cap nut (1). Loosen jam 
nut (3) and back off the adjusting 
sleeve (5) to completely unload the 
pressure spring (7). Remove the noz- 
zle cap nut (12) and nozzle body (11). 
Nozzle valve (10) and body (11) are 
matched assemblies and must never 
be intermixed. Place all parts in clean 
calibrating oil or diesel fuel as they 
are disassembled. Clean the injector 
assembly exterior with a soft wire 
brush, soaking in an approved carbon 
solvent, if necessary, to loosen hard 
carbon deposits on exterior and in 
spray holes. Rinse the parts in clean 
diesel fuel or calibrating oil immedi- 
ately after cleaning, to neutralize the 
carbon solvent and prevent etching of 
the polished surfaces. Clean the pres- 
sure chamber of nozzle tip using the 
special reamer as shown in Fig. 155. 
Clean the spray holes in nozzle with 
an 0.009 (0.024 mm) wire probe held 
in a pin vise as shown in Fig. 156. 
Wire probe should protrude from pin 
vise only far enough to pass through 
spray holes (approximately 1/16- 
inch), to prevent bending and break- 
age. Rotate pin vise without applying 
undue pressure. 

Clean valve seats by inserting small 
end of brass, valve seat scraper into 



4B 



49 



=www.maskimsten.net 



Paragraph 146 



MASSEY-FERGUSON 





Fig. 1 55-— Clean rhe pressure chamber in ... . Fig. 157 — Glean the Valve sects using brass 

nozzle tip using the special reamer as F.g. 156 ~ Clean the spray holes m neiile scraper os shown, 

shown rlD usm 9 ° P |n Vise anc < 0.009 wire probe. 



nozzle and rotating tool. Reverse the 
tool and clean upper chamfer using 
large end. Refer to Fig. 157. Use the 
hooked scraper to clean annular 
groove in top of nozzle body (Fig. 
158). Use the same hooked tool to 
clean the internal fuel gallery. 

With the above cleaning accom- 
plished, back flush the nozzle by 
installing the reverse flusher adapter 
on Injector tester and nozzle body in 
adapter, tip end first. Secure with the 
knurled adapter nut and insert and 
rotate the nozzle valve while flushing. 
After nozzle is back flushed, seat can 
be polished by using a small amount 
of tallow on end of polishing stick, 
rotating the stick as shown in Fig. 
159. 

Light scratches on valve piston and 
bore can be polished out by careful 
use of special injector lapping com- 
pound only, DO NOT use valve grind- 
ing compound or regular commercial 
polishing agents. DO NOT attempt to 
reseat a leaking valve using polishing 
compound. Clean thoroughly and back 
flush if lapping compound is used. 

Roclcan all parts by rinsing thor- 
oughly in clean diesel fuel or cali- 
brating oil and assemble valve to 
body while immersed in the cleaning 
fluid. Reassemble the injector while 
still wet. With adjusting sleeve (5 — 
Fig. 154) loose, reinstall nozzle body 
(11) to holder (9), making sure valve 
(10) is installed and locating dowels 
aligned as shown in Fig. 160. Tighten 
nozzle cap nut (12 — Fig. 154) to a 
torque of 50 ft.-lbs. Do not over- 
tighten, distortion may cause valve 
to stick and overtightening cannot 
stop a leak caused by scratches or dirt 
on the lapped mating surfaces of valve 
body and nozzle holder. 

Retest and adjust the assembled in- 
jector assembly as outlined in para- 
graphs 140 through 144. 

50 



NOTE: II overhauled injector unils are to 
be stored, it is recommended that a cali- 
brating or preservative oil, rather than diesel 
fuel be used lor the pre-slorage testing. 
Storage of more than thirty days may re- 
sult in the necessity of recleaning prior to 
use oJ the Unit. 



INJECTION PUMP 

All Models 

The injection pump is a completely sealed 
unit. No service work q( any kind can be 
accomplished on the pump or governor unit 
without the use of special, costly, pump 
testing equipment and special training. The 
only adjustment authorized is adjustment ol 
the idle speed screw £1 — Fig. 161], If addi- 
tional service work is required, the pump 
should be turned over to an authorized 
C A. V. service station for overhaul. In- 
experienced or unequipped service person- 
no! should never attempt to overhaul a 
diesel injection pump. 

' 146. ADJUSTMENT. The slow idle 
stop screw (I — Fig. 161) should be 
adjusted with engine warm and run- 
ning, to provide the recommend ed 
slow idle speed of 750 rpm for Model 
MFlGo; or V00 rpm for other models. 
Also check to make sure that gov- 
ernor arm contacts the slow idle screw 
(I) and high speed screw (H) when 
throttle lever is moved to slow and 
fast positions. Also check to make 
sure that stop lever arm (L — Fig. 1G2) 
moves fully to operating position 
when stop button is pushed in, and 
shuts off fuel to injectors when stop 
button is pulled. The high speed stop 
screw (H — Fig. 161} is set at the fac- 
tory and the adjustment is sealed. 
Governed speed under load should he 
2000 rpm for all models, with high- 
idle (no load) speed of approximately 
2160 rpm. 




Fig. 158 — Use iFi-e hooked scraper to dean 
annular groove in top of nozzle body- 




Fig. 159 — Polish the nonle seal- using, mut- 
ton tallow on a wood polishing stick. 







Fig. 1 SO — Make sure locating dowels are 
carefully aligned when nozzle body is re- 
installed. 



•If} I 



>?) 



MF135-MF150-MF165 




Paragraphs 147-148 



<fC 



Fig. 164 — Locating slot ES) must align 

Fig. T61 — Inioctien pump showing linkage w '**^ dowel [arrow — Fig. 163) when pump 

and speed adjusting screws, ' J reinstalled. Pump timing cover Is shown 

at (C). 



I. Idle speed 
atop screw 



N". Nut 
S. Stud 
T. Throttle link 




Fig. 162 — - Injection pump showing stop 
cable and associated parts. 




Fig. 1 63 — To remove the injection pump, 
it is first necessary to remove inspection 
cover and the three gear retaining cap 
screws as shown. Dower farrow) times the 
pump when unit is reinstalled. 



Refer to paragraph 148 for pump 
timing adjustment. 

147. REMOVE AND REINSTALL. 
Before attempting to remove the in- 
jection pump, thoroughly wash the 
pump and connections with clean die- 
sel fuel or an approved solvent. Dis- 
connect throttle control rod (T — Fig. 
161) from governor arm by remov- 
ing nut (N) and withdrawing stud 
(S) from arm. Disconnect stop con- 
trol rod or cable from stop lever (L— 
Fig. 162), and on models so equipped, 
disconnect cable housing by loosen- 
ing clamp screw (B). Remove the in- 
spection cover from front of timing 
gear cover, then remove the three 
screws securing injection pump drive 
gear to pump as shown in Fig. 183. 
Disconnect fuel inlet, outlet and high 
pressure lines from pump, capping all 
connections to prevent dirt entry. 
Check to see that timing marks (T — 
Fig. 165) align, remove the three 
flange stud nuts, then withdraw the 
pump as shown in Fig. 164. 

To install the pump, align the 
milled slot (S) with dowel (Arrow — 
Fig. 163) and insert the pump. Align 
timing marks (T— Fig. 165), then 
complete the installation by reversing 
the removal procedure. Bleed the sys- 
tem as outlined in paragraph 136. 
Check the injection pump timing, if 
necessary, as outlined in paragraph 
148. 

NOTE: Pump can only be installed in one 
position. If liming gear train has not been 
disturbed and timing marks (T — Fig. 1G5) 
are aligned, liming should be correct. 

148. PUMP TIMING TO ENGINE. 

The injection pump drive shaft is 
fitted with a milled slot {S — Fig. 164) 
in forward end which engages in 
dowel pin [Arrow — Fig. 163) in pump 
drive gear. Thus, injection pump can 




Fig. 165 —Timing marks (TJ should be 
aligned when pump is reinstalled. 




Fig. 166 — On three cylinder engines, Ine "E" 
liming mark on injection pump rotor should 
align with scribe mark on snap ring when 
flywheel timing mark is aligned as shown in 
Fig. 167. Four cylinder models use "B" mark. 




Fig, 167 — Flywheel timing cover removed 
showing 24° BTDC timing' mark aligned. 



51 



=www.maskinisten.net 



MF135-MF150-MF165 



Paragraph 151 




Fig. 171 — Exploded view of throttle link- 
age and associated parts used an Model 
MF1 65 with Continental engine. 



Ficj. 172 — Hand throttle lever and asso- 
ciated parts used on Model MR 35 with 
Continental engine. To increase pressure on 
friction disc, loosen clamp f24) and move 
rearward on rod (2a). 



Fig. 173 — On Models MF15Q and MF165. 

throttle hand lever friction is adjusted by 

tightening nuts (1). 



1. Governor arm 


c. Piungw 


IT. Spring 


22. W»9feer 




7. Inner spring 


IS. Ball Joint 


US. SprlnR 




6. Spring 


19. Control link 


21. Clamp 


4. Carburetor rod 


3. Throttle crank 


20, Friction plsite 


23. TJirottlo rLitle 






25. Friction disc 


?ft. Throtlla rod 



models). Move throttle link to wide- 
open position and adjust the clevis 
if necessary, until carburetor throttle 
reaches wide-open position just be- 
fore governor arm completes its tra- 
vel. 

Reconnect governor rod and car- 
buretor link. On Models MF135 and 
MF150 with Continental engine, loos- 
en the locknut and back out bumper 
screw (S — -Fig. 169) three or four 
turns to be sure it is free from spring 
(B). 

On all models, move hand throttle 
lever to fast and slow positions and 
check to be sure governor arm moves 
through its full travel. Start and 
warm the engine. Adjust low engine 
speed at low idle speed screw on car- 
buretor and high idle speed by short- 
ening governor rod to apply more 
tension to governor spring. 

If governor surges after adjustment 
on MF135 and MF15G with Continen- 
tal engine, turn bumper screw (S — - 
Fig. 169) in slightly and retest. Do 
not turn screw farther than is neces- 
sary to eliminate objectional surge. 
On other models reeheck carburetor 
link for proper length. Shorten or 
lengthen a slight^ amount from that 
specified to eliminate surge. Make 
sure throttle will fully open when 
adjustment is completed. 

If throttle lever creeps or will not 
maintain a set position, adjust the 
pressure on friction disc as shown in 
Fig. 172 or 173. 



OVERHAUL 

Models MF135 - MFT50 

151. To overhaul the governor, first 
remove timing gear cover as outlined 
in paragraph 45 or 68. The governor 
lever shaft is supported in needle 
bearings in timing gear cover. To ser- 
vice the shaft, bearings or oil seals 
on Continental engine, remove the 
pipe plug from front of timing gear 
cover, drive out the groove pin and 
withdraw the lever. Bearings and 
seals can be renewed at this time. 
Procedure for service on Perkins en- 
gines is given in paragraph GS. 

Governor ball and driver assembly 
(3 — Fig. 175) is available only as a 
unit which can be renewed after re- 
moving eamshaft nut (2) on Conti- 
nental engines or distributor drive 
shaft nut on Perkins engine. Tighten 
the camshaft nut to a torque of TO- 
GO ft. -lbs. or distributor drive shaft 
nut to 25-30 ft.-lbs. 

Withdraw thrust cup assembly (1), 
make sure the lip tab (L) is not 
broken or shaft is not scored. Also 
check ball race for channeling. Shaft 
of thrust cup should have 0.Q02-0.Q06 
clearance in camshaft bore. Plunger 
bore in camshaft is vented by a drill- 
ing which emerges from shaft just 
to rear of front cam; governor action 
will be impeded if vent is plugged. 




Fig. 175 — Camshaft mounted governor 
weight unit and associated parts of the 
type used on Model MF135 and Model 
MF150 with Continental engine. Corres- 
ponding parts an models with Perkins en- 
gine is similar except that governor is car* 
ried on distributor drive shaft gear. 

1. PLacfl and stia.rt 

2. Camshaft nut 

3. Weight unit 
L. Lip 




Fiq. 17& — Exploded view of crankshaft 

mounted governor weight unit used on 

Model MF165 with Continental engine. 



1. Snap rings 

2. Fork bas-a 

3. Thrust bearEn 



B. Bill drive 
8*. Thrust Wi 



53 



: . 



Paragraphs 149-150 

1 2 3 




4S& 



i, Adapter 
£. Swirl plec 
3. OrlliCe 



Fig. '68 — Exploded view of cold starting, 
unit manifold adapter. 



be removed and reinstalled without 
regard to timing position. NOTE: In- 
jection pump drive gear cannot be- 
come unmeshed from idler gear when 
timing gear cover is in place, there- 
fore timing is not disturbed by re- 
moval and installation of pump. 

To check the pump timing, shut off 
the fuel, remove timing window (C — 
Fig. 164) and flywheel timing plug 
from left side of flywheel adapter 
plate. Turn the crankshaft until 24 s 
BTDC Static timing mark is aligned 
in flywheel timing window as shown 
in Fi£. 167; at which time correct tim- 
ing mark on. inj ection pump rotor 
should align with, scribed line on 
lower end of snap ring as shown in 
Fig. 16G. The mounting holes in pump 
flange are elongated to permit minor 
timing variations. If timing marks 
cannot be properly aligned by shift- 
ing pump on mounting studs, the tim- 
ing cover must be removed as out- 
lined in paragraph 106 and the gears 
retimed. 

COLD STARTING UNIT 
Accessory - AH Models 

149. Some tractors are optionally 
equipped with an ether injection type 
cold weather starting aid consisting 
of a dash-mounted fuel can adapter, 
connecting tube, and a manifold ad- 
apter (Fig. 163). The only service re- 
quired is renewal of damaged parts 
or occasional cleaning if the unit 
should become inoperative. Proceed 
as follows: 

Disconnect the connecting tubing 
from manifold adapter housing (1). 
Blow compressed air through the can 
adapter and tube to make sure they 
are open and clean. Remove adapter 
housing (1) from intake manifold, un- 
screw orifice plug (3) and withdraw 
swirl piece (2). Clean all parts in a 
suitable solvent and drop swirl piece 
(2) into bore of adapter (1). Apply a 
small amount of Loctite, Grade "A" 

52 



(Red) to threads of orifice (3), re- 
install orifice and tighten to a torque 
of 25-30 ft.-lbs. 

NOTE: It evince (3) cannot bo removed, 
heat adapter (1) in an oven or by other 



MASSEY-FERGUSON 

suitable means, to a temperature oi approxi- 
mately 500" F., and remove while hot. Heat 
is necessary to break the previously applied 
LoclitO seal. Loctite is used ta prevent ori- 
fice from loosening in adapter and entering 
engine through maniiold. 



NON-DIESEL GOVERNOR 



ADJUSTMENT 
ATI Models 

150. Recommended governed speeds 
are as follows: 

Low Idle 

Continental Engine . .450 - 500 rpm 
Perkins Engine 725 - 775 rpm 

High Idle 

Continental Engine 2200 - 2250 rpm 
Perkins Engine 2225 - 2275 rpm 

Loaded Speed 

All Models .............. 2200 rpm 

All models are equipped with an 
external spring connecting throttle 
control rod to governor arm, and ad- 
justable linkage between governor 
arm and throttle. To adjust the gover- 
nor, proceed as follows: 

With engine not running, discon- 
nect governor rod and carburetor link 
from governor arm. Move governor 
arm toward wide-open position (for- 
ward on MF1S5 & MF150 with Con- 
tinental Engine, rearward on other 



€ 



s* 



,.<?>■ 



Fig. 170 — Exploded view 
of throttle linkage and As- 
sociated parts used on 
Model MF1S0. Refer to 
Fiq. Id? for parts iden- 
tification except fa r the 
following. 

2. Pin 

C. Control lever 

G. Control rod 

B. Reg-ulating sprlnE 




Fig. 169 — Schematic view of governor and 

associated parts used on Model MFJ35 

with Continental engine. 

1 T CarburctQrlln.li D. Bumper spring 

3. Governor (trra K„ Governor sDrirur 

■i. Governor rod S, Bumper aerew 




=www.maskimsten.net 



w 



Paragraphs 152-153 




Fig. 177 — Installed view of engine governor 
on Model M Fl £5 tractor equipped with 
Perkins gasoline engine. 

A. Governor arm 
E. Governor body 
H, Housing 
5, Spring- 



Model MF165 With 
Continental Engine 

152. To overhaul the governor, first 
remove timing gear cover as outlined 
in paragraph 45. The governor lever 
shaft is supported In needle bearings 
in timing gear cover. To service the 
shaft, bearings or oil seals, remove 
lock screw from governor fork and 
withdraw the lever. Bearings and 
seals can be renewed at this time. 




1. Spacer 

2. Housing 

3. Thermostat 
i, Owtlet elbo™ 
5i Upper hoafl 

Fig. 1 79 — Exploded view of thermostat 

Housing and associated parts used on Model 

M Fl 50 with Continental engine. Model 

MF135 is similar. 



54 



MASSEY-FERGUSON 



Fig. 1 78 — Disassembled 
view of governor and dis- 
tributor drive assembly 
used en four cylinder 
models. 



Remove the Woodruff key and 
withdraw the governor weight unit 
from crankshaft. Refer to Fig. 176. 

To disassemble the governor weight 
unit, remove the snap rings (1). Re- 
new the governor balls (5), the inner 
race (4) or outer race (7) if they are 
worn, scored or discolored. 

When installing the timing gear 
cover, make certain the governor fork 
falls behind the governor weight unit. 

Model MF165 With 

Perkins Engine 

153. Governor arm shaft, bearings 
and associated parts can be inspected 



COOLING SYSTEM 




and/or overhauled by unbolting and 
removing governor housing (H — Fig. 
177). To remove shaft and weight 
unit, it is first necessary to remove 
timing gear cover as outlined in para- 
graph 69 and governor gear as in 
paragraph 73. Shaft and weight unit 
are only available as an assembly. 

Refer to Fig. 178 for a disassembled 
view of governor unit and to the fol- 
lowing data for overhaul: 

Distributor drive 
shaft clearance . . . . .OH0008-0.0024 

Distributor drive 
shaft end play 0.004 -0.008 

Governor control 

shaft clearance 0.0006-0.0023 



f 




Fig. 1 80 — Exploded view of water pump, thermostat and as- 
sociated parts used on Model MF165 gasoline tractors with 
Continental engine. 



MF135-MF150-MF165 



. Nut 

. Fan pulloj* 

i Snap ring 

. Shaft 

, Bertrings 

. Spacer 

. Retainer 

. FoU seal 

; Retainer 

'. Pump aoal 

. Housing 

. Outlet elbow 

, Imp* II or 

. Bypass elbow 

. Thermostat housing 

. Thermostat 

. Outlet elbow 




&3Z&® 




Paragraph 154-156 

RADIATOR 
All Models 

154. All models use a 7 psi pressure 
type radiator cap. Cooling system ca- 
pacity is 10 TJ.S, quarts for MF135 & 
MF150 gasoline; lDVz U.S. quarts for 
other models, 

To remove the radiator, first drain 
cooling system and remove hood and 
grille. Remove air cleaner on Models 
MF15Q and MF1G5. On all models, dis- 
connect radiator hoses, then unbolt 
and remove the radiator, 



All Mod 



THERMOSTAT 

:1s 



Fiq- 181 — Exploded view of water pump, thermostat and associated parts used on 
Model MFlfiS diesel. Bolt (BJ cannot be withdrawn from housing until pulley 12) has 
been removed, and must be Installed before pulley is installed. If pump is d is -assembled, 
press bearings (51 and spacer [61 art shaft with open ends of bearings together, then 
pack the bearings and area between bearings Vi-full of high melting point grease before 
installing shaft in housing. Tighten nut (1 1 to a torque of 55-60 ft. -lbs. 



. Fan pulley 

. Shaft & bearing 

. SHns&r 

. Lowbt hose 

. Housing: 

. Seal 

. Impeller 

. Gasket 

. Cover 

. Gajhet 

. Elbow 

. Byp&:5a tiosu 

, Outlet hose 

. Thermostat hous 

. Gashct 

. Gn.g!tut 

, Thermos 

, Elbow 

. Upper Ii 



155. The by-pass type thermostat is 
contained in a separate housing lo- 
cated behind the outlet elbow. Refer 
to the appropriate view in Figs. 179 
through 182 for exploded view of 
thermostat and associated parts, 

WATER PUMP 

All Models 

156. Refer to the appropriate ex- 
ploded views in Figs. ISO through 184 
for water pump and associated parts, 
and to the captions accompanying the 
views for special overhaul notes* 




Pig. 1 83/ — Exploded view 

of water pump used on 

MFI35 and MF150 with 

Continental engine. 



1, Shaft & boarlne 
3. Snap rlnf 
■J. Pan pulley 

5. Pulley shroud 

6. Bearing housing 

7. Gasket 

8. Seal 
0. Impeller 

10. Body 

11. Gasket 



1. Impeller housing in, 

2. Gasket 

3. Impeller 
3. Shaft 
5. Seal 
ij. H:;aft housing 

7. Retainer 

8. Front sea! 
0. Seal Ilange 




FEg. 1 B2 — Exploded view of water pump, tJiermostar end as- 
sociated parts of the type used on three ■cylinder' models. 



Fig. 184 — Exploded view of water pump and associated parts 

used on Model MF165 tractor with Perkins gasoline engine. 

Pack the area between bearings (10) half full of high mclf- 

in<j'pci'r.r grease when assembling, 



55 



=www.maskimsten.net 



MF135-MF150- MF165 



Paragraphs 160-161 



GENERATOR & REGULATOR 
Ail Models So Equipped H 

160. Delco generators are used on , 88 _E, p ladcd view I 

some models. Test specifications are f "DELCOTRON" orter- &*n 

as follows: nalor used on late models. to 

16 
Generator |J 

Brush spring tension 28 oz. |] t!S™£$i*y '' 

Field draw ■'■ Fan 

rjKiu umw f collar 

VoltS 12 ". Drive end (mine 

Amperes L58-1.67 : '; BaapUrs £}^ Ifil 

Output (Cold) g; <*•** 

Maximum amperes 25 tft Beartrts recarnep 

11. st.itor assembly 
Volts . ■ ■ 14 i'l. Rotor assembly 

RPM 3040 !t. Sf cll0 ° r d " 

13. Heat sink f\n 

Regulator u '- Slip rUi? *nd frame 

n.egU!tiH»r [T Th-bU n C:1 | and retainer 

OittiMir Tt^lav 1 8- Needle bearing ^^Wfi ■ 

Air gap , 0.020 fs used? 

Point gap + 0.020 , 3 1!sal , 

Closing voltage (range) ..11. 8-14.0 jq 4$ 

Adjust to 12.8 

Voltage regulator 

Air gap ..... 0.075 

Voltage range .. + 13.6-14.5 

Adjust to 14.0 IMPORTANT: Outlet terminal post ef al- 

Ground polarity Negative temaLor is equipped with a fuse/washer as 

shown in Fig- 187. If fuse bums out. charg- 
ing output is Cut olf iiom white toulput) wiio. 
ALTERNATOR & REGULATOR Cum[nt m „ ovra to |h(J hluc wke ^to) 

All Models So Equipped to voltage regulator terminal. With charging 

Id. ALTERNATOR. A "DELCO- How to the battery cut oft. voltage riaes in 

TRON" generator (alternator) is used the blue (control) wire causing the iegu- 

on late models. Units are negative laior to cut back the charging currant. H 

ground. generator shows no output, check the fuse 

The only test which can be made be£or * proceeding wiih further disassembly, 

without removal and disassembly of D * not *«■»** ,0 ***** ** w or con - 

atternator is output test. Output necl whi,e wire directI * lo out P ul termino '- 

should be approximately 32 amperes Eenew the fuse U damaged, and assemble 

at 5000 alternator rpm. as shown in Fig. 187. 

To disassemble the alternator, first 
place match marks (M — Fig. IBS) on 
the two frame halves (5 &. 16), then 
remove the four throughbolts. Pry 
frame apart with a screwdriver be- 
tween stator frame (11) and drive 
end frame (5). Stator assembly (11) 
must remain with slip ring end frame 
f 16> when unit is separated. 



NOTE: When frames ore separated, 
brushes will contact rotor shell at bearinq 
area. Brushes MUST he cleaned of lubri- 
cant if they are to be re-used. 

Clamp the iron rotor (12) in a pro- 
tected vise only tight enough to per- 
mit loosening of pulley nut (1). Rotor 
and end frame can be separated after 
pulley is removed. Check bearing sur- 
faces of rotor shaft for wear Or scor- 
ing. Examine slip ring surfaces for 
scoring Or wear and windings for 
overheating or other damage. Check 
rotor for grounded, shorted or open 
circuits using an ohmmeter as follows: 

Refer to Fig, 1 89 and touch the 
ohm meter probes to points (1-2) and 






Fig. T 87 — Exploded view of Alternator out- 
put terminal component, showing output 
fuse/washer which wraps around terminal 
insulator. Check the fuse if output circuit 
is dead. 



Fig. 1 89 — Removed rotor assembly showing 

test points when checking for grounds, 

shorts and opens. 



(1-3); a reading near sero wilL indi- 
cate a ground. Touch ohmmeter 
probes to the two slip rings (2-3); 
reading should be 4.6-5,5 ohms. A 
higher reading will indicate an open 
circuit and a lower reading will indi- 
cate a short. If windings are satis- 
factory, mount rotor in a lathe and 
check runout at slip rings using a dial 
indicator. Runout should not exceed 
0.002. Slip ring surfaces can be trued 
if runout is excessive or if surfaces 
are scored. Finish with 400 grit or 
finer polishing cloth until scratches 
or machine marks are removed. 

Disconnect the three stator leads 
and separate stator assembly (11 — 
Fig. 188) from slip ring end frame as- 
sembly. Check stator windings for 
grounded or open circuits as follows: 
Connect ohmmeter leads successively 
between each pair of stator leads. 
Readings should be equal and rela- 
tively low. A high reading would in- 
dicate an open lead. Connect ohm- 
meter leads to any stator lead and 



57 



Paragraphs 157-159 M A5SEY - FE RGUSON 

IGNITION AND ELECTRICAL SYSTEM 



DISTRIBUTOR 

All Models 

157. Delco-Remy distributors are 
used on all models. Refer to para- 
graph 153 for timing procedure and 
to paragraph 159 for specifications 
and overhaul procedure, 

158. TIMING. On all models except 
MF165 with Perkins engine, timing 
marks are located on flywheel., with 
a timing window on left side of en- 
gine block as shown in Fig. 185. On 
Model MF165 with Perkins gasoline 
engine, timing marks are on crank- 
shaft pulley fFig. 185A). A strobo- 
scope (Power) timing light is recom- 
mended for timing adjustment. Initial 
(static) timing is 6° BTDC for models 
with Continental engine and 12" 
BTDC for Perkins engines. 

Recommended maximum advance 
is 28-32 degrees BTDC for MF135 
Special with Continental engine and 
24-28 degrees BTDC for other models 
with Continental engine. Maximum 
advance is 24-28 degrees BTDC for 
models with three cylinder Perkins 
engine and 32-36 degrees BTDC for 
MF165 with Perkins engine. 

Firing order is 1-3-4-2 for four cyl- 
inder models and 1-2-3 for three 
cylinder engine. Distributor shaft ro- 
tation is counter-clockwise for all 
models, viewed from rotor end. 

159. OVERHAUL, Refer to Fig. IRQ 
for an exploded view of the distri- 
butor. Centrifugal advance mechanism 
can be checked for binding or broken 




Fig, IBS — Vfew of flywheel timing window 
used on some gasoline models 

56 





— —J 



Fig. 135A — On Model MF14S Tractor wiih 

Perkins gasoline engine, timing marks are 

located on crankshaft pulley as shown. 



springs by turning rotor (21) counter- 
clockwise and releasing, after remov- 
ing cap (23). Bushings are not avail- 
able for housing (5); renew housing 
and/or shaft (8) if clearance is ex- 
cessive. Shims (3) are available in 
thicknesses of 0.005-0.010 for adjust- 
ing shaft end play which should be 
0.002-0.010. Test specifications are as 
follows; 



Delco-Remy 1112457 

Breaker contact gap 0.021 

Breaker arm spring tension 

(measured at center of 

contact) 17-21 oz. 

Cam Angle ...... .45°-48 e 

Advance data in distributor degrees 
and distributor rpm 

Start advance 0.0-0.6 @ £50 

Maximum advance 6-8 @ 1000 

Delco-Remy 1112458 

Breaker contact gap .......... .0.022 

Breaker cam spring tension 

(measured at center of 

contact) , . 17-21 OZ. 

Cam Angle 31 a -34° 

Advance data in distributor degrees 
and distributor rpm 

Start advance 0-1 @ 450 

Maximum advance . ., , .11-13 @ 1000 




Fig 



184 — Exploded view of ignition dis- 
tributor showing component ports. 



Drive fjear 


13. 


Hold dowri pi st 


Rotl ptn 


14. 


Insulator 


Shi ma 


15. 


Breaker pl.it* 


Thrust washer 


n: 


Point sot 


Di-stritiUlor hoitsinff 


it. 


Primary wire 


SUftl 


IS 


Eccentric serei. 


Thrust washer 


IS. 


Condenser 


Shaft assemblr 


20. 


Dust shield 


Advance weight 


21. 


Rotor 


Cam assembly 




Brush 




23. 


BSstrtlHiterCiif, 


Oiler wick 







Delco-Remy 1112643 

Breaker contact gap .,,.0.022 

Breaker arm spring tension (mea- 
sured at center of contact) 17-21 oz. 
Cam angle ................ . .Sl'-S* 

Advance data in distributor degrees 
and distributor rpm 

Start advance 0-2 @ 275 

Intermediate advance 6-8 @ 450 

Intermediate advance ....8-10 @ 650 
Maximum advance ....11-13 @ 950 

Delco-Remy 1112644 

Breaker contact gap 0.022 

Breaker arm spring tension (mea- 
sured at center of contact) 17-21 oz. 
Cam angle 31 n -34 n 

Advance data in distributor degrees 
and distributor rpm 

Start advance 0-2 @ 325 

Intermediate advance 5-7 @ 700 

Maximum advance 9-11 @ 1000 



pqragroph 161 Cont. 







Fig, 190 — Exploded view of brush holder 

aisembly, Insert wire in hole (W) Jo hold 

brushes up. Refer 1 re tear. 



slator frame. The three stater leads 
have a common connection in the 
center of the windings, a reading 
other than infinity would indicate a 
grounded circuit. A short circuit 
within the stator windings cannot be 
readily determined by test because of 
the low resistance of the windings. 

Three negative diodes (19) are lo- 
cated in the slip ring end frame (16) 
and three positive diodes (20) in heat 
sink (I5) T Diode should test at or near 
infinity in one direction when tested 
with an ohmmeter, and at or near 
zero when meter leads are reversed. 
Renew any diode with approximately 
equal meter readings in both direc- 
tions. Diodes must be removed and 
installed using an arbor press or vise 
and a suitable tool which contacts 
only the outer edge of the diode. Do 
net attempt to drive a faulty diode 
out of end frame or heat sink as 
shock may cause damage to the other 
good diodes. If all diodes are being 
renewed, make certain the positive 
diodes (marked with red printing) 
are installed in heat sink and nega- 
tive diodes (marked with black print- 
ing) are installed in end frame. 

Brushes are available only in an 
assembly which includes brush holder 
(13). Brush springs are available for 
service and should be renewed if 
heat damage or corrosion is evident, 
If brushes are re-used, make sure all 
grease is removed from surface of 
brushes before unit is reassembled. 
When reassembling, install brush 
springs and brushes in holder, push 
brushes up against spring pressure 
and insert a short piece of straight 
wire through hole (W — Fig. 190) and 
through end frame (16 — Fig. 188) to 
outside. Withdraw the wire only after 
alternator is assembled. 

Capacitor (14) connects to the heat 
sink and is grounded to end frame. 
Capacitor protects the diodes from 
voltage surges. 

Remove and inspect ball bearing 
p). If bearing is in satisfactory con- 
dition, fill bearing *4-full with Delco- 



(FW 



MASSEY-FERGUSON 



r®j 




Fig. 19 



'1 — Wiring diagram tvpfcal ei that used on early gasoline models. 
. Sp.irk plufts S. Voltage rGjjuInSor 13. Fuel tcajre S6ftd£fi& 



_ r .lrfe Dlttgl 

:. Distributor 
. IffnitEon col! 
. Headlining 
. Auxiliary Jlj,-ht 

connector 
. Work ft wiinilfid 

light 
. Light switch 



. oltage refjulntor 

i>. Generator 

10. Starter 

11. Star tar- aoleiKSid 

12. Battftry 

13. Starter flatVsty 
sw-Etcti 

l-t. Ignition awitefc 



i'"u>?! H&%'? s-GiVc!][iK 

unit 

l£i_ Power supply 
ll. Tncho meter 
IB. Oil pressure £a&e 
io. Fuel snee 
20. Temperature Ea-ge 



] 


Taelmmeter 


11 


Auxiliary light 




Oil pressure gaga 








Fuel £nj:e 


12 


Work & warning 


4 


Tcmpo-raturo gage 




JJaht 




Ammeter 


13 


\olt;i^ regulator 




Power supply 


14 


St.irtar safety 




OH pressure 




switch 




aendlne unit 


15 


Stnrtftr awitch 


a 


Fuel Ea-ffs 


16 


Generator 




-L- 'iM illicit." unit 


IT 


Starter 




Llpht switch 


IS 






HeadliKhta 


IB. 


Battery 



jr®~f . 



fe « ! i f 




MF135-MF150-MF165 



swww.maskinisten.net 

Wiring Diagrams 




Fief. 173 — Wiring diagram for MH 35 with Perkins gasoline engine. Other late models ate similar 



J3i 




Fig. 192 — Wiring diagram typical of that used on eatiy diesel models. 



58 




■— 0- 

Fig. 194 — -Wiring diagram for MF1 35 diese! equipped with alternator. Other late models are similar. 



59 



=www.maskimsten.net 



MF135-MF150-MF165 

sion housing at point shown at (C). 
Free play is correct if clearance (C) 
measures Vs-inch. If adjustment is re- 
quired, insert a long punch or rod in 
the hole in throwout shaft (A) and 
loosen the release arm clamp bolt (B). 
Turn shaft (A) until throwout collar 
contacts release fingers, reposition re- 
lease arm. with the specified clearance 
at (C}> and retighten clamp bolt (B). 
After free play has been adjusted, 
check linkage as outlined in para- 
graph 166, and adjust if necessary. 

166. LINKAGE ADJUSTMENT. On 
dual clutch models, be sure clutch 
link (D) is in upper hole of release 
arm (E) as shown in Fig. 196. 
Place a 1-inch block on step plate 
beneath clutch pedal pad (P>, remove 
the pto cap, and with pto lever en- 
gaged, start the engine. Operate en- 
gine at slow idle speed and slowly de- 
press clutch pedal while observing the 
pto shaft. PTO clutch should release 
and shaft stop turning at the moment 
clutch pedal contacts the block on step 
plate. If adjustment is not correct, 
adjust the length of link (D). 

On all models with single stage 
clutch, adjust pedal link (D) to a 
length of 3%-inehes from center to 
center of clevis pin holes, then attach 
clevis to lower hole in release arm (E). 

TRACTOR SPLIT 
Model MF135 

167. To detach engine from trans- 
mission assembly, first drain cooling 
system and remove hood and side 
panels. Disconnect radius rods and 
steering drag links at rear end. Shut 
off fuel and remove fuel line; then, 
unbolt fuel tank from its rear support 
and block up between fuel tank and 
rocker arm cover. Disconnect oil gage 
line, tachometer cable and heat indi- 



Paragraphs 166-169 



Fig. 197 — Exploded view 
of single clutch used art 
Model MF135 Specie!. 

1. Clutch disc 

2. Treasure plate 

3. Clutch aprlnn 
4« Spring CUP 

5. Clutch cover 
G r Return spring 
7, Release Clngor 
S. Lock nut 
f. Adjusting gcrew 
tfj. Plvpit pin 



cator sending unit. On diesel models, 
disconnect fuel supply and bleed back 
lines from final filter and throttle and 
stop controls from injection pump. On 
gasoline models disconnect choke ca- 
ble at carburetor and loosen the U- 
bolt at front end of throttle control 
rod. Disconnect battery cables and 
wiring from generator, starter, coil 
and fuel gage sender. 

Support both halves of tractor sep- 
arately, remove the attaching bolts 
and separate the tractor. 

Models MFT50 - MF165 

168. To detach engine from trans- 
mission assembly, first drain cooling 
system and remove hood and side 
panels. Disconnect battery cables and 
remove the battery. Remove the cap 
screws securing instrument support 
and steering housing to transmission 
case. Disconnect light wires, wires 
from starter safety switch, and if trac- 
tor is so equipped, the "Multipower" 
shift linkage. Support the steering 
column from an overhead hoist and 
place rolling floor jacks under trans- 
mission case and oil pan. 




1Q 9 




Fig. 19o— View flf clutch 

pedal and linkage of the 

type used an Models MH 

ISO and MF US. 

A. Throwuut Shaft 
13. Clantp 130H 

C. Measure. cltarAnco 
(K-Lnch) 

D. Pedal Haft 

E. Rcloiise arm 
P. Clutch pedal 



Remove the cap screws securing 
transmission case to engine or fly- 
wheel adapter and carefully separate 
the units until clutch shaft is clear 
of clutch unit; then lower front of 
transmission and/or raise rear of en- 
gine until steering and support and 
instrument panel will clear transmis- 
sion case and linkage, and roll the 
units apart. 



OVERHAUL 

Model MF135 Special 
(Single Clutch) 

169. Refer to Fig. 19V for an ex- 
ploded view of clutch pressure plate, 
cover and associated parts. ..To over- 
haul the unit, first mark the cover 
and pressure plate to assure. rea"sscm T 
bly in the same relative position, 
place cover in a suitable press and 
remove release lever adjusting screws 
(9) and pins (10). 

Release the pressure slowly and dis- 
assemble the cover unit, Clutch 
springs (3) consist of three springs 
color coded lavender and three 
springs color coded brown. Springs 
Should have a free length of 2-9/16- 
inches. The lavender springs should 
test 180 lbs. when compressed to a 
height of 1-13/lC-Inches; brown 
springs should test 150 lbs. Lavender 
and brown springs should be installed 
alternately when reassembling the 
cover, 

Examine pressure plate (2) for 
score marks or burned areas. Pres- 
sure plate may be refaced provided 
not more than 1/16-inch of the sur- 
face is removed. 

To assemble the clutch, use a sur- 
face plate or serviceable flywheel, 
and 0.340 key stock spacers in place 
of clutch disc. Adjust clutch fingers 
to a height of l-5I/64-incbes from 
surface plate. 



61 



Paragraphs 162-165 

Remy Lubricant No. 1960373 and re- 
install. Inspect needle bearing (18) in 
slip ring end frame. This bearing 
should be renewed if its lubricant 
supply is exhausted; no attempt to rc- 
lubricate the bearing should be made. 
Press old bearing out toward the in- 
side and new bearing in from outside 
until bearing is flush with outside of 
end frame. Saturate felt seal with 
SAE 20 oil and install seal and re- 
tainer assembly. 

Reassemble alternator by reversing 
the disassembly procedure. Tighten 
pulley nut to a torque of 45 ft + -lbs. 

NOTE: A battery pawered lost light can 
be used instead of ohmmeler for oil elec- 
trical checks except shorts in rotor winding; 
however when checking diodes, teat light 
rr.usl nol be of moie than 12 volts. 

163. REGULATOR. A Delco-Remy 
standard two-unit regulator is used. 
Quick disconnect plugs are used at 
regulator and alternator. Production 
regulator is riveted to shock mount; 
service units are shipped less mount 
and are attached with screws. Test 
specifications are as follows: 



( 

Model MF135 Special tractors are equipped 
with a single disc clutch; all other models 
use a flywheel mounted dual trluteh unit, 
with two stage pedal control or a split 
tarquo clutch and independent power take- 
off. Reler ta the appropriate following para- 
graphs lor adjustment and overhaul proce- 
dures. 



ADJUSTMENT 

Model MR 35 

164. Refer to Fig. 195 for external 
view of clutch pedal and linkage. To 
adjust the pedal free play, push down 
on pedal (P) and measure the clear- 
ance between pedal arm and radius 
rod cap at point shown at (C). Clear- 
ance (C) should be %-inch for dual 
clutch models or lV-i inches for single 
clutch models at the moment 
throwout bearing contacts clutch fin- 
gers. If it is not, loosen pedal clamp 

60 



Regulator Model 1119513 

Ground polarity Negative 

Field Relay 

Air Gap 0.015 

Point Opening 0.030 

Closing Voltage Range 3.8-7.2 

Voltage Regulator 

Air Gap 0.067* 

Point Opening 0.014 

Voltage Setting: 

@ 65* F 13.9-15.0 

@ 85° F 13.8-14.8 

@ 105* F 13.7-14.6 

@ 125° F 13.5-14.4 

@ 145* F 13.4-14.2 

@ 165° F 13.2-14.0 

@ 185* F . . ... + . . ♦ . .. + . 13.1-13,9 
*The specified air gap setting is for 
bench repair only; make final ad- 
justments to obtain specified voltage, 
with lower contacts opening at not 
more than 0.4 volt less than upper 
contacts. Temperature (ambient) is 
measured ^-inch away from regula- 
tor cover and adjustment should be 
made only when regulator is at nor- 
mal operating temperature. 

STARTING MOTOR 
All Models 

163. DelcO Remy starting motors 
are used on all models. Specifications 
are as follows: 



ENGINE CLUTCH 



bolt (B); insert a long punch or rod 
in hole of throwout shaft (A), turn 
shaft clockwise until resistance is felt, 
then reposition pedal on shaft with 
the specified clearance at (C) and 
retighten clamp bolt (B). 



MASSEY-FERGUSON 

Delco Remy 10J339 

Brush spring tension . . 35 oz. (min.) 

No-Load test 

Volts 10.6 

Amperes (w/solenoid) 49-76 

Minimum rpm 6200 

Delco-Remy 1107512 

Brush spring tension... .35 oz. (min.) 

No-Load test 

Volts 10.8 

Amperes (w/solenoid) 75-100 

Minimum rpm 6450 

Delco Remy 1103396 or 1108397 

Brush spring tension 35 oz. (min) 

No -Load test 

Volts 9 

Amperes (w/solenoid) 50-80 

Minimum rpm 5500 

Starter drive pinion clearance is 
not adjustable, however, some clear- 
ance must be maintained between end 
of pinion and starter drive frame, to 
assure solid contact of the heavy-duty 
magnetic switch. Normal pinion 
clearance should be within the limits 
of 0.010-0.140. Connect a 6-volt bat- 
tery to solenoid terminals when mea- 
suring pinion clearance, to keep arma- 
ture from turning. 



Models MF150 - MFI65 

165. PEDAL FREE PLAIT. Refer to 
Fig. 196. To check the free play, press 
down on pedal (P) until resistance is 
felt, -and measure the clearance be- 
tween release arm stop and transmis- 



Fig. 195 — Ertemal view 
of chit-en pedal and link- 
age used on Model MF- 
135, 

A. Throwout s\iaU 

B. Ctampbalt 

C. Measure clei 

Oi-lnCrO 
P. Clutch p&dat 




=www.maskimsten.net 



I! 



Paragraphs 170-171 

AH Models (Dual Clutch) 

170V_BEMOVE AND ;REINSTALL.. 
To remove the clutch, first split trac- 
tor .as outlined in paragraph 167 or 
lfi8. Make up three special "T" bolts 
by welding a cross bar to 'A -20 x 6 
inch bolts, then add forcing nuts. In- 
stall the "T" bolts in the- three holes 
in outer edge of clutch cover as 
shown in Fig. 198 and tighten the 
nuts to compress the springs. Mark 
the clutch cover (16 — Fig. 199),, pres- 
sure plate (14), drive plate (12) and 
pressure plate (7), to assure correct 
assembly and maintain clutch balance; 
remove the retaining cap screws, and 
lift the clutch assembly from fly- 
wheel as shown in Fig. 193. 

To install the dual clutch assembly, 
first install the air ring using two 
guide studs as shown. Insert the 
clutch pilot tool through the driven 
discs and reinstall by reversing the 
removal procedure. Tighten the re- 
taining cap screws to a torque of 28- 
33 ft.-lbs. and adjust, if necessary, as 
outlined in paragraph 172. 

17I r OVERHAUL. To disassemble the 
removed clutch unit, unhook the three 
torsion springs (22 — Fig. 199) from 
:< clutch, release levers (17). Back oft 
the lock nuts (8) and thread adjust- 
ment screws (11) into pressure plate 
(7) until they bottom. Back off the 
forcing^riuts on the three "T" holts 
■'^"elleville washer is free and 
[mgers ^assume the approxi- 



MASSEY-FERGUSON 



i) S) 




Fig- 199 — Exploded view of dual clutch of the type used on 



I, Pin 


fi 


Transmission dbc 


2. Cotter pin 




Pressure ptate 


3. LLnfc pin 


s. 


Lock nut 


*, Link 


6 


InsulntlnK washer 


n. Air rine 


]•> 


Clutch sprinc 




11, 


Adjusting screw 



ft 


ie type usctJ on 


most models. 


12 


Drive ptnte 




i.; 


PTO disc 


10. Adjusting sere w 


14 


Pressure plate 


20. Pivot pin 


1.. 


Tieil^VillL- Wn-she:r 


21. i L ■ ?.-_.::■- r pin 


1G 
IT 


Clutch covor 
Release lever 


32. Torsion spring 




position shown in Fig. 200; then drive 
the groove pins (21 — Fig. 199} into 
the cover until pivot pins (20) can be 
removed. NOTE: Groove pins can be 
removed from the bottom after clutch 
is disassembled . Do not attempt to 
drive the pins out of clutch cover, or 
Belleville spring may be damaged. 

Remove the pivot pins, back out the 
forcing nuts on "T" bolts until spring 
pressure is removed; then remove the 



"T" holts and disassemble the clutch. 

Thoroughly clean and examine all 
parts and renew any which are dam- 
aged or worn. Linings are available 
for both driven plates. 

The Belleville spring (15) is color 
coded red for Models MF135 and 
MF150; or blue for Model MF165. Coil 
spring (10) is color coded yellow for 
Models MF133 and MF150; or laven- 
der for Model MF165. Coil spring spe- 
cifications are as follows: •"-.< --';".. 



MF135-MF150- MF165 




NOTE: 

Qtrntrtt 

In inch 


AM 



| O-"* 0IA 




6/16 R) 1/2 


3/16 GAUGE 


STOCK 


1 


1 : I 


!■ 




\—l it 

-1.090 



Fief, 201 — Special tools 
required' for dlual elureh 
overhaul and adjustment 
can be mode using the 
dimensions shown. 



j— KNURL-3 — \ 



ALL CORNERS - 
1/16 X45* CHAMFER 




Models MFI35 - MF150 

Free length .2-45/6* in. 

Test length 

@ load ....m- in. 
Model MF16S 

Free length 

Test length 
@ load 



80-83 lbs. 



.2-21/64 in. 



Vh in. % 111-123 lbs. 
When reassembling the clutch unit, 
place clutch cover (16) upside down, 
on a bench, then center the Belleville 
spring (15) :in the cover groove with 
convex side up, Place pressure plate 
(14) on spring, aligning the previously 



/f^J^icf, 198 — Special "T" bolts are used for removal and in* 
T 'ii: stollclion of dual clutch. <?uide studs arc used when installing. 



62 




affixed assembly marks. Install the 
smaller clutch disc (13) hub down, 
and drive plate (12) with, assembly 
marks aligned. Temporarily bolt the 
drive plate and clutch cover together, 
using three 5/16 x \y% inch bolts 
through flywheel mounting holes. 

Place the 11-inch pressure plate (7) 
face down on the bench, coat the 
lower pivot pins (1) lightly with "Lu- 
briplate" and insert the pins in one 
ear of pressure plate (7). Position the 
insulating washers (9) and coil springs 
(10) on pressure plate and position 



Paragraph 172 

the previously assembled clutch cover 
on the springs with assembly marks 
aligned. Install the three "T" bolts 
through holes in clutch cover and 
threaded holes in pressure plate - (7). 
Tighten the forcing nuts on "T'^bolts, 
compressing the springs until drive 
plate (12) almost contacts the par- 
tially installed pivot pins (1). Install 
the assembled release levers (17) and 
links (4) and secure by centering 
pivot pins (1) in ears of pressure 
plate. 

Tighten the forcing nuts on "*T" 
bolts until pivot pin holes can be 
aligned in release levers and clutch 
cover; position the torsion spring (22) 
and insert the pivot pins (20), mak- 
ing sure positioning holes for groove 
pins (21) are aligned. Refer to Fig. 
200. Use new groove pins (21 — Fig. 
199) to secure the pivot pins, hook 
the torsion spring ends, then remove 
the previously installed 5/16-inch 
bolts and nuts. Adjust the clutch as 
outlined in paragraph 172. j£&$0> 

172. ADJUSTMENT Jgftei th 
clutch assembly has befif^rptalj^d^bn 
flywheel, two adjut^e^ts/.are.', nec- 
essary for proper \ clutch 'operation. 
Proceed as follows: 

NOTE: A now 11-incK ■trcragjiiissipi^" clutch 
disc is required whori adjusting '" ipjease 
lever height. If the removed clutch disd^vill 
be re-used, first install the .clutch 'using'"- a 
nsw disc, make the adjustment, then as- 
semble using the partially worn parte with- 
out changing the adjustment. ■ ,' "\. - 




Fig. 202 — Adjusting clutch release fever height. 



Fig. 203 — Checking prim a'rjrTpressvre^pl ate frequency, 



63 



=www.maskimsten.net 



Paragraph 173 

Using a finger adjusting tool of the 
dimensions shown in Fig. 201, adjust 
the contact surface of all fingers to 
a height of 1-inch measured from 
machined rear face of clutch cover as 
shown in Tig. 202. 

With the clutch plate to be used 
installed, adjust the pto pressure plate 
clearance to 0.080 for MF165 and Q.ODO 
for other models, as shown in Fig. 
203. Adjustment is made by varying 
the height of adjusting screws (11— 
Fig. 199) which thread into transmis- 
sion clutch pressure plate (7). 

With both adjustments completed 
and jam nuts tightened, assemble the 
tractor as outlined in paragraph 167 
or 168, then adjust the linkage as in 
the appropriate paragraphs 164 
through 166. 

All Models, Split Torque Clutch 

173. Models with independent power 
take-off use a split torque, single disc 
clutch with power take-off and hy- 
draulic pump driven by a splined hub 
carried in clutch cover. 

To remove the clutch, first split 
tractor as outlined in paragraph 167 
or 168. Use a suitable aligning tool to 
install (Fig. 209) and tighten retaining 
cap screws to a torque of 15-20 ft. -lbs. 
on Models MF135 and MP150; or 30- 
33 ft.-lbs. on Model MF165. Long end 
of clutch plate hub goes to rear on 
Ell models. 

To disassemble the removed pres- 
sure plate and cover unit, place the 
assembly in a press as shown in Fig. 
204 and apply only enough pressure 
to relieve tension on pins. Remove the 
pins and lift off cover as shown in 
Fig. 205 or 206. 

Inspect release levers and pins for 
wear or damage and pressure plate 
tor scoring, heat checks or wear at 



MASSEY-FERGUSON 




Ftq, 20.5 — Removing clurch cover from split 
torque clutch used on three cylinder mod- 
els. Hole spline*? drive hub for IPTO drive 
shaft. 

actuating pin holes. Pressure plate 
may be re-faced if facilities are avail- 
ble. Inspect pto drive hub in caver for 
spline wear or looseness. Inspect 
springs for heat discoloration or other 
damage. Springs used on Models 
MF135 or MF150 should test 105 lbs. 
when compressed to a height of 1\\ 
inches. Springs used on Model MF165 
should test 220 lbs. at lf. T inch test 
height. 

Assemble by reversing the disas- 
sembly procedure, making sure pins 
are installed with heads leading in 
normal rotation as shown in Fig- 204. 
Clutch fingers should be adjusted to 
equal height after installation, using 
adjusting gage MFN202D. 





I 



Fig. 204 — Removing cover from spM* tor- 
que dutch died on Model MF1A5 so 
equipped. Refer also ro Fig. 205. 



Fig. 204— Using a press 
to disassemble split tor- 
que clutch. Clutch is as- 
sembred with head of 
pivot pin leading as 
shown. 




Fig. 207 — Nine springs an 
torque clutch. Refer 



r tised in split 
to text. 




Fig. 20S — Removing levers from clutch 
cover used ca three cylinder models. 



MF135-MF150- MF165 




Fig. 2Q9~Aligning split rorque elufch or 
Model MF165. 



64 



Paragraphs 174-178 



DUAL RANGE TRANSMISSION 
(Without Multipower) 



TRANSMISSION REMOVAL 

All Models 

174, To remove the complete trans- 
mission unit, first detach (split) en- 
gine from clutch housing as outlined 
in paragraph 167 or 168. Disconnect 
light wires and unbolt and remove 
steering gear housing and/or trans- 
mission top cover. Drain transmission 
and rear axle center housing. Discon- 
nect brake rods and remove step 
plates. Support transmission and rear 
axle center housings separately, re- 
move the attaching bolts and sepa- 
rate the units, install by reversing 
the removal procedure. 



TRANSMISSION TOP COVER 

All Models 

175. REMOVE AND REINSTALL. 
On Model MF1 35, the transmission 
top cover is integral with the steering 
gear housing and removal procedure 
is outlined in paragraph 13. On other 
models, remove rear hood side panels 
and battery. Remove the screws se- 
curing instrument panel to transmis- 
sion cover. Raise instrument panel 
about 1-inch and secure by blocking, 
then unbolt and lift off the top cover 
with shift lever attached. 

Overhaul shift levers on top cover 
as outlined in paragraph 176, install 
by reversing the removal procedure. 

176. OVERHAUL. Refer to Fig. 210. 
To remove either shift lever, compress 
the spring (2) and unseat and remove 
the spring scat (1). Pull up the cover 
(6), drive out the retaining pin (7 or 
11); then withdraw shift lever upward 
out of cover or steering gear housing. 
Range shift lever (10) contains an "O" 
ring oil seal (12) which fits against 
a shoulder in shift lever cup. Shift 
lever cups (C) are renewable from 
below in the combined transmission 
top cover and steering gear housing 
used on Model MF135, and are ma- 
chined into cover (4) on other models. 



MAIN DRIVE SHAFT 
(CLUTCH SHAFT) 

All Models 

177. REMOVE AND REINSTALL. 
On Model MF135 Special tractor with 
single clutch, the main drive shaft, 
gear and housing assembly can be re- 
moved from the front after separating 
clutch housing from engine as out- 
lined in paragraph 167; then remov- 
ing release bearing and linkage. Refer 
to Fig. 211 for cross sectional view. 

On model with dual or split-torque 
clutch, it is first necessary to remove 
the complete transmission assembly 
as outlined in paragraph 174, 

With clutch release linkage dis- 
assembled and transmission housing 
or hydraulic pump removed, refer to 
Fig. 212 and proceed as follows: 

Remove pto bearing front cover 
plate ( 27 ) and unseat and remove 
snap ring (24) and retaining washer 
(23). Thread two forcing screws into 
bearing housing (21) and, tightening 
the screws evenly, remove bearing 
housing and associated parts. Bump 
or pull pto front drive shaft (13) rear- 
ward, until clear of splines in pto 
drive gear ( 19) , and lower gear to 
bottom of transmission housing. Re- 
move the retaining cap screws and 
withdraw main drive shaft and hous- 
ing assembly (1 through 12) as a unit 
from transmission case. 

Overhaul the main drive shaft and 
associated parts as outlined in para- 
graph 178 and install by reversing the 
removal procedure. 

178. OVERHAUL, To disassemble 
the removed clutch shaft and associ- 
ated parts, unseat snap ring (11 — Fig. 
212} and bump transmission drive 
shaft (12) and bearing (LO) rearward 
out of housing (1). On single clutch 
models, seal (S — Fig. 211) can be re- 
newed at this time. Install the seal 
with lip to the rear. 

On dual clutch models, unseat and 
remove snap ring (8 — Fig. 212) and 
bump pto clutch shaft (5) and bear- 
ings (4 & 7) from housing. Seal (6) 




Fig. 210 — Exploded view of transmission 

top cover and shift levers used on Mode-Is 

MFT50 and MF165. 



1 


Spring stat 


T. 


Pi ft 




Spring 


8 


Gear shirt be 


J» 


a-i-tkeL 


s 


Knob 


4 


Top cover 


10. 


ItansG shirt 1 




Spring 


i: 


Pin 


& 


Cover 


12 


"O " ring 




Fig. 21 1 — Cross sectional view of trans- 
mission input shaft and gears vsed an 
Model MF135 Specie! with single clutch. 

1. Drive shaft 
housing 

2. Main drive aliaCL 

3. M;Uei shaft 

■t. Connttfi-shiLfL 
S. Oil seal 



65 



=www.maskimsten.net 



ParagrcipKs 179-181 



12 1! 10 




. prive alialt 

housing 
. Oil scat 
. EeartnfC 
. PTO drive shaft 
. QUseal 
. TWiartnE' 
, Snap rinpr 



. Beanoer 
. Sn^P rlnsr 
. Transmission 
drive slin-ft 

pto frani 

drive -ah aft 



II. CoijnUl^aft 

15, nearlnjr 

It?. Counte-rshn.Ct dtt 



IT. Snap rtne 

IS. Snap ring 

Ifl. FTO drive £t>ar 

2t> Gasket 

21. BoarlnC houtftnfr 

££, BesirlnK 

23. Washer 

2-1. Snaxi rlnjj 

2J. SnUP Tinp 

20. Gasket 

2" Cover 



Fig. 212- 



-Exploded view of transmission inpur shafts and q«rs used ort dual clulch 
models withour "Multipower" Transmission. 




1. Expanalc-n plmr 

2. Planetary rail 

3. Detent Diinsar 
■J. Spring 

5. Forfc set screw 
G. Pin 

S. Planetary anltt IfiV&r 
3. Transmission shift 

10. Cover 

it. Cup (MF13$ onljr) 

i:. Selector 

13. Spring acat 

14. SprlnK 

115. Selector lock pin 
143. Stop plate 
IT. Cap screw 

15. Planetary shift tfflrfc 
15. LOW 4 reverse rati 

20. Second & frEfili rail 

21. & 2lA. Shift forks 



Fi q. 213 Exploded view of shifrer raits end forks of ihe type used on all models- 



in shaft (5) and seal (3) m housing 
(1) can be renewed at this time. In- 
stall the seals with lips to rear and 
use seal protecters when reassem- 
bling. Assemble by reversing the dis- 
assembly procedure and install as out- 
lined in paragraph 177, 

SHIFTER RAILS AND FORKS 

All Models 

179. To remove the shifter rails and 
forks, first remove transmission top 

66 



cover as outlined in paragraph 175 
and detach transmission housing from 
rear axle center housing, 

Unwirc and remove the set screws 
retaining the selector and shifter 
forks to rails. Remove the detent 
springs (4— Fig. 313), plungers (3) 
and stop plate (16); then withdraw 
shifter rails and forks from transmis- 
sion case. 

Forks (21 & 21A) are interchange- 
able but rails (19 & 20) are not. Rails 
should be installed with milled flat 



MASSEY-FERGUSON 

to top rear and selector lock grooves 
to the center. 

A change has been made in plane- 
tary shift rail (2) and fork (18) which 
corresponds with a change in the 
width of the dual range planetary 
gears. On early models which use the 
narrow planetary gears, rail (2) is 
20-11/16 inches in length and fork 
(18) is straight. On late models us- 
ing the wide planetary gears rail (2) 
is 20-1/32 inches in length and fork 
(18) is offset to rear when installed. 
Refer also to paragraph 183 and Fig. 
215 and be sure the correct parts are 
installed if any of the parts are re- 
newed. Tractor serial numbers cor- 
responding to the change are not 
available. 

MAIN (SLIDING GEAR) SHAFT 
All Models 

180. To remove the transmission 
main shaft (12— Fig. 214), first re- 
move the transmission assembly as 
outlined in paragraph 174, clutch 
shaft as in paragraph 177 and shifter 
rails and forks as in paragraph 179. 
Remove the four cap screws securing 
the planetary unit to rear of transmis- 
sion case and withdraw rear cover 
plate (27), thrust washer (19) and 
planet carrier (26). Using two screw 
drivers, work the planetary ring gear 
(18) and dowels from case. Remove 
planetary front cover (17) and shim 
(16). 

Remove snap ring (9) from front 
of mainshaft and bump mainshaft 
rearward out of front bearing; then 
withdraw shaft (12) and bearing (15) 
out from rear while lifting gears (11 
Ss 13) out of top opening. To remove 
front hearing (10) from transmission 
case, first remove snap ring (39) and 
slide countershaft drive gear (38) for- 
ward off of shaft. Remove main shaft 
rear bearing (15) forward off of shaft 
(12) after removing the front snap 
ring (14). Assemble by reversing the 
removal procedure. 

COUNTERSHAFT 

All Models 

181. To remove the countershaft 
(36 — pig, 214), first remove main- 
shaft as outlined in paragraph 130 and 
proceed as follows: 

Remove snap ring (30) from rear 
of countershaft and snap ring (39) 
and gear (38) from front end. Use a 
suitable step plate in the hollow shaft 
and bump countershaft (36) forward 
out of transmission case, bearing (31) 
and gears (32 & 33). Front bearing 



MF135- MF150- MF165 




, Retainer clip 
. Reverse Idler 

shaft 
. Thrust wash 
. Spacer 
. Need fa roller 



. Reverse Idler 
. Spacer 
. Snajj rtn.K 
. BeftrinE 



Main shaft 

. Cluster ge;Lr 

Snap rings 

, Bearing 
. Front shim 
. Front plate 
. Hlng sear 
. Thrust waahci 



SI, Thrust washers 

22. Saacera 

23. Needle roller 



24. PlH.nct pinions 
2.", Pinion shaft 
2R. Tlanei carrier 

27. Hear plate 

28. Shirt coupler 
2<k. PT<> trOnt ilri% 

Shaft 

30. Snap rln*; 

31. Bearing 



:u. Sosp cine 
8S. Xeedhj beat 
3iS. Cc-unterahrt 



Fiq. 214- 



' Exploded view of transmission shafts, gears and associated parts 
models without- "Murrfpewef" transmission. 



(37) can be removed from shaft and 
rear bearing (31) from case at this 
time. Renew needle bearing (3a) in 
rear of shaft bore if bearing is dam- 
aged. 

Install by reversing the removal 
procedure. Use a wooden block or 
buck up front of shaft by other suit- 
able means while drifting rear bear- 
ing (31) on shaft. 

REVERSE IDLER ASSEMBLY 
All Models 

182. The reverse idler gear and 
shaft can be removed after removing 
the mainshaft as outlined in para- 
graph 180, however, removal is not 
required for removal or installation 
of countershaft. 



Reverse idler shaft (2 — Fig. 214) is 
retained by clip (1) which fits a 
notch in shaft. Reverse idler bear- 
ing consists of two rows of loose 
needle rollers (5) separated by spac- 
ers (4 & 6). A total of 56 rollers (5) 
are used h Assemble by reversing the 
removal procedure, using Fig. 214 as 
a guide, 

PLANETARY UNIT 
All Models 

133. The planetary unit can be re- 
moved as outlined in paragraph ISO, 
after detaching transmission from 
rear axle center housing. 

Planet pinion shafts (25 — Fig. 214) 
are a tight press fit in planet carrier 
(26); use a suitable press when re- 



Pai-agraphs 182-184 



til, B.72 uwlu$* 
AS. 3 7/1G Inches 
Bl, 9.19 inches 
P.2. 3 1/slEichcj 
C. Offset shift 

Tori; 

n. Strafel 

fork 




Fig. 215 — Schematic method of identifying 

the late (wide) planetary unit (A) and 

early (narrow) planetary untt IE). Many 

parts arc not interchangeable. 



moving and installing. Two rows of 
(27 each) loose needle rollers (23) 
are used in each planet pinion, sepa- 
rated and spaced by three washers 
(22). Use viscous grease to stick 
thrust washers (21) to gears, and com- 
pletely assemble the bearing, before 
attempting to install the pinion shafts 
(25). 

Two different planetary units have 
been used. Refer to Fig. 215. The late 
(wide) unit (A) and early (narrow) 
unit (B) can be easily identified by 
the shape of shifter fork (C or D), or 
by measuring the distance (A2 or B.2) 
from rear of transmission housing to 
rear edge of planet carrier. The dis- 
tance (B2) is 3 Ya -inches for early 
units; or 3-7/16-inches (A2) for late 
units. Specified length of rear drive 
shaft is 9.19-inches (Bl) for early 
(narrow) planetary unit or 8.72-inches 
(Al) for late (wide) unit. Refer also 
to paragraph 179 for the correct length 
of planetary shift rail to be used with 
the respective planetary units. 



MULT1POWER TRANSMISSION 



The Masse y-Fergus on "Multipower" trans- 
mission is a modification of the standard 
dual-range, three speed transmission., pro- 
viding an additional hydraulically operated 
high-low range, thus making available a 
total of twelve forward and four reverse 
gear speeds. The "Multipowei" unit may be 
shifted while the tractor is moving under 
load, without disengaging the transmission 
clutch. Power for the Multipower" clutch 
is supplied by a separate hydraulic pump 
v/hich is mounted in the rear code center 



housing on top of the Tegular tractor hy- 
draulic pump + 



OPERATION 

All Models So Equipped 

184. Refer to Fig. 216. The "Multi- 
power" unit consists of the low-range 
drive gears (1 & 2), high range drive 
gears (3 & 4), the hydraulically acu- 
ated "Multipower" clutch (5), the 



jaw-type overrunning clutch (6), the 
"Multipower" .pump (P) and valve 
(V). 

The two pairs of input gears (1 & 
2) and (3 & 4) are constantly meshed. 
When tractor is operating in low 
range, power flow is through gears 
(1 & 2), then through the locked jaw- 
type clutch (6) to the countershaft. 
The high-range driven gear (4) is 
splined to the countershaft and drives 
the high-range input gear (3) faster 

67 



=www.maskimsten.net 



Paragraphs 185-186 

than the input gear and shaft (1), 
the slippage occurring in the released 
"Multipower" clutch (5). NOTE: The 
tractor will "Free-Wheel" or coast 
in Low-Multipower, as the jaw-type 
clutch will release it countershaft 
speed exceeds input speed through 
gear (2). 

When tractor is operating In "High- 
Multipower" range, clutch (5) is hy- 
droulically engaged, locking gear (3) 
to input shaft and gear (1), and power 
flow is through gears (3 Si 4) to the 
countershaft. The low-range driven 
gear (2) continues to be driven by 
gear (1) at a speed slower than count- 
ershaft speed, the slippage occuring 
at the jaw-type overrunning clutch 
(6). NOTE: The design of the jaw- 
type overrunning clutch serves as an 
automatic hill-holder, preventing trac- 
tor from rolling backward when 
clutch is released with "Multipower" 
lever in high-range. 

CAUTION: A tractor equipped with "Mul- 
tipower" transmission cannot be parked in 
gear. ALWAYS set the brakes when tractor 
is stopped. 



ADJUSTMENT 

All Models 

185. Refer to Fig. 217 for an ex- 
ploded view of "Multipower" linkage 
and associated parts. The only adjust- 
ment required is adjustment of lower 
control rod (9) to hand shift lever 
(3 nr 3A). 



MASSEY-FERGUSON 



Fiq, 217 — Eiploded view 
of "Multipower" clutch 
linkage and associated 
parts. Model MF135 ex* 
ternal linkaqe is shown on 
right; other models on 
left. Internal linkage 19 
through 12) is identical 
tor all models. 



1 


I'lVOl bTVltj 


1A 


iJracHet 


U. 


Spring 


3 


Lever 


IA 




A 


Spader" 




Upper link 


»A 


U[i]».T link 




Link 


:\ 


Mall joint 




LSSHomnft 


K 




i> 


l.nwer linl; 


10 


Pivot holt 


11 


Sliiit lever 


12. 


ttRtctWl 



To make the adjustment, move hand 
lever (3 or 3A) fully upward to 
'•High" position. Loosen nut (N) on 
ball joint <6A) (Model MF135) or 
clamping bolt in link (6) (Other Mod- 
els) and push the lower control rod 
(9) firmly downward as far as it will 
go. Retighten clamping bolt or nut to 
lock the adjustment. 

TESTING 
All "Multipower" Models 

1S6. Tractors are available with the 
following options relative to the 
"Multipower" hydraulic circuit: 




1. ''Multipower" only. 

2. "Multipower" plus independent 
pto. 

3. "Multipower" plus auxiliary hy- 
draulic system. 

4. "Multipower" plus auxiliary hy- 
draulic system and independent 
pto. 

Type of pump, test procedure and 
operating pressure depends on the 
combination being used in the parti- 
cular tractor being tested. 

On tractors without independent 
pto or auxiliary hydraulics (Group i 




Fig. 214 — Cross sectional view of "Multipower" transmission 



p. Multipower pump 
v. Multipolar valve 

1, LftW input near 

2. Lov. driven gear 



Hitrh IflEMftt gear 

Sllprh driven gear 
, MultlpcrWBt clutch 

. Jaw ciuttii 



Fiq. 21 8 — Multipower oil cooler & filter 
lines used on some models- 

F. Punu? to Ulter V, Radiator to valve 



63 



MF135-MF150-MF165 

above), the closed system cannot be 
conveniently tested. On models with 
auxiliary hydraulics and without in- 
dependent pto, a test gauge can be 
teed into pressure line to filter (F — 
Fig. 218] to check the "Multipower" 
system pressure. On models with in- 
dependent power take-off, a test port 
is located in pto shift cover in which 
a gauge can be installed as shown in 
Fig. 219. At rated engine speed and 
operating temperature, system pres- 
sures should be as follows: 

150 psi for MFI5Q Row Crop Diesel 
and MF165 without independent pto 
or auxiliary hydraulic system, 

130 psi for MF135 and other MF150 
without independent pto or auxi- 
liary hydraulic systenv 

240-350 psi for early models with 
independent pto and some models 
with auxiliary hydraulic system. 

200-220 psi for early models with 
auxiliary hydraulic system. 

400-750 psi for late models with 
Warner-Motive Dual Hydraulic 
Pump, auxiliary hydraulic system, 
independent pto and/or Multipower. 

Low pressure in "High-Multipower" 
range could indicate leakage in clutch 
passages or clutch, improperly ad- 
justed or malfunctioning regulator 
valve, or malfunctioning pump, Move 
selector lever to "Low-Multipower" 
position and recheck. 

If equally low pressure is registered 
in both '"Multipower" shift positions, 
the trouble is either in the pto clutch 
(if so equipped), "Multipower control 
valve, or auxiliary pump. To isolate 
the control valve as the cause of 



Paragraphs 187-190 



trouble, disconnect the line (F — Fig T 
218) leading to oil filter and connect 
a 2000 psi pressure gauge directly into 
the line leading from transmission 
case. Start and run tractor ONLY 
long enough to obtain a pressure 
reading which should be 500-800 psi. 
U pressure is as indicated, control 
valve is at fault; if pressure is low, 
pump (or independent pto clutch) is 
faulty. 



TRANSMISSION REMOVAL 

All Models 

187. To remove the complete trans- 
mission unit, follow the general pro- 
cedures outlined in paragraph 174 ex- 
cept disconnect "Multipower" pump 
supply line before detaching transmis- 
sion from rear axle center housing. 



TRANSMISSION TOP COVER 

All Models 

138. Refer to paragraph 175 for re- 
moval and installation procedure, and 
to paragraph 176 for overhaul. 

CONTROL VALVE 

189. REMOVE AND REINSTALL. 
To remove the "Multipower" control 
valve, first detach (split) engine from 
transmission housing as outlined in 
paragraph 167 Or 168. Remove clutch 
release bearing, release fork and 
shafts, and the brake cross shaft. Re- 
fer to Fig. 220. Disconnect shaft link- 
age (1) and remove shift bracket (3) 




Fig- 219 — Pressure gage can be installed 
in left side cover on 1PTO equipped trac- 
tors. 



Fig. 220— -Fronr view of transmission hous- 
ing showing control valve and associated 
parts. 



. ContraO rod 

. Actuating lover 

. Bracket 



■4. Clutch fork 

5. Control Valve 

6. Input Shaft 




Fig. 221 — Disassembled view of control 
valve. The bait which goes in hole { S) re- 
tains the valve spool and is sealed with a 
copper washer. Always use a new gasket 
(G} when reinstalling vcslvc. 



and pressure tube. Remove the cap 
screws securing the pto input shaft 
and retainer to front wall of trans- 
mission housing and withdraw input 
shaft, retainer and control valve as a 
unit from transmission housing. 

When detaching control valve (5) 
from input shaft retainer, note that 
the cap screw which goes in hole (S— 
Fig. 221 ) is sealed with a copper 
washer. This cap screw also retains 
the control valve spool; do not with- 
draw screw from hole (S) when re- 
moving or installing the valve. 

Always use a new gasket (G) when 
Installing the valve. Make sure the 
long mounting cap screw with the 
sealing washer is installed in hole (S) 
and tighten all screws to a torque of 
36-48 inch pounds. 

190. OVERHAUL. To overhaul the 
removed "Multipower" control valve, 
refer to Fig. 222 and proceed as fol- 
lows: 

Remove the sealed cap screw (7) 
and withdraw control valve spool 
(9). Remove regulator valve plug (1), 
spring (2) and valve (3). 

Two different regulator valve 
springs (2) are used on models with 
"Multipower" only, depending on 
tractor application. Models MF165 and 
MFI50 Row-Crop Diesel uses a 150 
psi spring which is unplated. Other 
MF150 models and all Model MF135 
tractors use a 130 psi spring which is 

69 



Paragraphs 191-194 







9 E 



7 6 5 4 3 




Fig. 222 — Ci-oss sectional 

view of "MuUipower" 

control valve. 

1. ReKUtatorpliiK 

■'. RpyuUtof spHnu 

tt, nek'nl^tlnfr vrilve 

-1, Mounting c:i|h -.cr-w 

.-., Washer 

M, Valve body 

fi. '-0" Tine 
:i. Valve KiiouL 



Fig. 223 — PTO drive shaft 
and associated 1 parts used 1 
on models with "Multi- 

power" rronimi^sion. 



2 


lluahlnc 


"( 


Housing 


1 


Cjigt;^: 




Sn;ip rinn 


I! 


BenrlJiR 




I^O drive ahnf 


4 


Oil SCil] 


51 


Sti:i[I rinb' 


11) 


Sen! Imp rlnps. 



zinc plated for identification. Be sure 
the correct spring is used if parts are 
renewed. 

After introduction of the Indepen- 
dent Power Take-Off a stronger 
spring is used, the same spring being 
used on all models regardless of 
whether IPTO is installed. 

Clean all parts in a suitable solvent, 
discard "O" ring (8) and carefully 
examine the parts for wear, scoring 
or other damage. All parts arc avail- 
able individually. 

When reassembling the valve unit, 
make sure regulating spool (3) is in- 
stalled with drilled end and identify- 
ing notch to closed end of housing 
bore as shown, and complete the as- 
sembly by reversing the disassembly 
procedure using a new "O" ring (8). 
Install valve in tractor as outlined in 
paragraph 189 and adjust the linkage 
a_s in paragraph 185. 

PTO DRIVE SHAFT AND INPUT 
SHAFT SEALS 
All Models 

191. Remove the pto input shaft and 
housing assembly as outlined in para- 
graph 189. To disassemble the re- 
moved unit, refer to Figs. 223 and 224 
and proceed as follows: 

Unseat and remove the large snap 
ring (9) from groove in rear of hous- 
ing (3), and bump the pto input 
shaft (1) and bearing (6) rearward 

70 



out of housing. Bearing can be re- 
moved from the shaft after removing 
snap ring (5). Seals (1 & 8) are both 
installed with sealing lips to rear. 
Inner seal (8> must be carefully posi- 
tioned in bore of shaft (7), to clear 
shoulder of transmission input shaft 
when unit is installed- (Relative in- 
stalled position of transmission input 
shaft is indicated by broken lines, 
Fig. 224). A special removing tool 
(MFN-850) and installing tool (MFN- 
849) are available from Massey-Fer- 
guson, Inc. for service on the seal. 

Assemble by reversing the disas- 
sembly procedure. 



Fig, 225 — Cross sKtlonaJ 

view of transmission main 

(output) shaft and asso* 

ciotcd parts. 

W, h&u^tib wall 
X„ Interlock Groove 

2. Ilearlnj,- 

3. Cluster fc-enr 

-t. Loiv pear 

". Main stall 



MASSEY-FERGUSON 

7 & 3 8 2 1 




Fig. 224 — Cross sectional view of PTO 

drive shaft and associated parts. Refer to 

Fiq. 223 for parts identification. 



SHIFTER RAILS AND FORKS 

All Models 

192. The transmission shifter rails 
and forks, used on "Multipower" mod- 
els are identical to those used on 
standard transmission, and service 
procedures are covered in paragraph 
179. 

NOTE: Before transmission can be 
detached from rear axle center hous- 
ing, it will first be necessary to re- 
move the pto shift cover, hydraulic 
lift cover or transmission top cover, 
and disconnect the "Multipower" oil 
supply line. 

REAR PLANETARY UNIT 

A]] Models 

193. The rear planetary unit used on 
''Multipower*' models is identical to 
standard models, and service proce- 
dures are outlined in paragraph 183. 
Refer also to note under paragraph 
192. 

TRANSMISSION GEARS & 
SHAFTS 
All Models 

194. For service on any of the trans- 
mission gears or shafts except pto in- 



\'i. Hearing 




MF135-MF150-MF165 



=www.maskimsten.net 
Paragraphs 195-197 



11 12 13 14 




1. Snap Hug 

2. 'RefLrins: 

3. Cluster pe.-ir 

4. Low gear 

5. Alain shaft 
fi. Bearing 
T. Spacer 
S r Nee-die bearing 1 

6. Input shiart £ ee.v 



ft A. Input goa.r 
&H. input shalt 

10. Sealing rings 

11. Overdrive pinion 

12. Bushing 

13. Multipower clutch 
li. Thrust wa.ah.or 



Fig. 226 — Exploded view of transmission upper shafts, gear; and associated parts. The 
two-piece input shaft [?A and 9B) is used on models with planetary final drive. 



put gear or rear planetary unit, it is 
first necessary to remove the complete 
transmission assembly as outlined in 
paragraph 1S7, remove the rear plan- 
etary unit and shifter rails and forks 
as previously outlined, then proceed 
as outlined in the appropriate follow- 
ing paragraphs, 

195, MAIN {OUTPUT) SHAFT. To 
remove the main (output) shaft and 
gears after shift mechanism and rear 
planetary unit have been removed, 
refer to Fig. 225 and proceed as fol- 
lows: 

Move the low speed sliding gear 
(4) forward and insert a large blade 
screwdriver or similar flat tool in 
interlock groove (X) ; then insert a 
large pry bar between low gear (4) 
and housing wall (W), and pry the 
shaft, gears and bearings rearward 
out of housing bores. Slide the shaft 
through the gears to bump front bear- 
ing (6) from shaft, then remove shaft 
and rear bearing rearward while lift- 
ing the gears out top opening. 



When, reinstalling, place the cluster 
gear (3) on shaft with smaller- gear 
to front, and low gear (4) with shift 
fork groove toward cluster gear. Use 
a thin spacer plate against housing 
wall (W) as a support, and bump 
front bearing (G) into position on 
shaft; then bump the assembled shaft 
forward into bearing bores of trans- 
mission case. 

196. TRANSMISSION INPUT 
SHAFT AND "MULTIPOWER" 
CLUTCH, To remove the transmission 
input shaft and "Multipower" clutch 
unit, first remove the transmission 
main (output) shaft as outlined in 
paragraph 195, and the "Multipower" 
control valve and. input housing as- 
sembly as in paragraph 189. Move in- 
put shaft assembly forward slightly 
and remove thrust spacer (7 — Fig. 
226), then withdraw input shaft (9 or 
9B) rearward out of case while lift- 
ing clutch (13), gears and associated 
parts out top opening. 



Fig.. 227 — Cross sectional 

view of transmission input 

shaft and *' Multipower" 

clutch assembly. 




1. Sjsaa ring 

"1. Retaining Dlale 

3. neloiiao spring' 

4. Cltuch dfaca 
3. Clutch platoa 
G, PI a ton 

7. Piston ring 

8. Piston rlrs 
3. Clutch housing 

Fig. 223— "Exploded view of "Multipower" 
clutch and associated parti. inset shows 
crass sectional view and pressure passage 
[PI which enters clutch through the drilled 
input shafts. 



Four different input shafts a r e used. 
On models which use the planetary 
final drive (Model MF15Q Jiow-Crop 
Diesel and all Model MF1G5) the gear 
(9A) is too large to pass through 
bearing bore in housing, so gear is 
splined to the separate shaft (9B) . 
Different gear ratios are provided for 
standard and Row-Crop models. Be 
sure the correct parts are obtained if 
renewal is indicated. 

Different thrust spacers (7) are 
used with the one-piece input gear 
(9) and two-piece gear and shaft (9A 
&. 9B). The thrust face which con- 
tacts the gear is approximately 7/lG- 
inch wide on the spacer used with 
one-piece gear (9); and %-inch wide 
on spacer used with gear (9A). 

The thrust washer (15) is not used 
with the one-piece gear and shaft 
C9>. 

Input shaft (9 or 9B) contains a 
needle roller bearing (8) which pilots 
on front end of main (output) shaft 
(5), and cast iron sealing rings (10). 
Examine sealing rings and needle 
bearing, and inspect the polished 
bearing and sealing surfaces of shaft 
for wear or other damage. 

Overhaul the removed "Multipower*' 
clutch as outlined in paragraph 197 h 
and assemble by reversing the re- 
moval procedure. 

197. "MULTIPOWER" CLUTCH. To 
disassemble the removed "Multipow- 
er" clutch unit (13 — Fig. 226), place 
unit on a clean bench with overdrive 
pinion (11) up. Apply slight pressure 
to clutch retainer plate (2— Fig. 228) 
and remove snap ring (1) with a nar- 
row blade screwdriver. Completely 



71 



Paragraph 198 



MA5SEY-FERGUSON 




Fig. 230 — Crass sectional 
view of transmission coun- 
tershaft and jaw-type ov- 
errunning clutch. Refer to 
Fig. 231 far parts identi- 
fication. 



Fig. 229 — Cross sectional view of "Mulli- 

power" clutch showing recommended 

method of assembly. Refer to text. 



disassemble the clutch and examine 
the component parts for wear or scor- 
ing. Renew the piston sealing rings (7 
& S) whenever clutch is disassembled. 

When Installing the piston, care- 
fully compress the outer scaling ring 
(7), using a narrow blade screwdriver 
or similar tool, and work the piston 
into its bore. The inner ring (8) will 
normally compress because of cham- 
fer in inner bore of piston, if care is 
used in assembly. 

When assembling the clutch plates, 
note that clutch drum (9) contains six 
bleed holes which are evenly spaced 
around edge of drum, and that driv- 
ing plates {5) have six external driv- 
ing lugs. With piston installed, refer 
to Fig. 229 and install the first drive 
plate on top of piston with lugs; (L> 
one spline clockwise from bleed holes 
(B) as shown. Install an internally 
splincd clutch disc (D), then the sec- 
ond plate with drive lug (L) one 
spline clockwise from lug of first plate 
as shown. Install a second clutch disc; 
then the third plate with driving lugs 
one spline clockwise from lugs of sec- 
ond plate. Install last plate, then place 
the piston return springs (3 — Fig. 
228) on the driving lugs of the first 
plate installed. Install retainer plate 
(2) and snap ring (1), 

198. COUNTERSHAFT ASSEMBLY. 
To remove the countershaft (7 — Fig. 
230), first remove transmission in- 
put shaft as outlined in paragraph 196. 
Remove the cap screws retaining the 
pto countershaft front bearing plate 

72 




(16 — Fig. 231} and remove the plate. 
Remove snap ring (17) and spacer 
(18) on some early models; or snap 
ring (17 — Fig. 230) on late models. 
On all models, use two %-inch NC cap 
screws as forcing screws and remove 
front bearing retainer (21 — Fig, 231) 
and bearing (20) as a unit. Slide pto 
front drive shaft (25 ) out rear of 
transmission case and countershaft 
(7), and lift pto drive gear (23) out 
top opening. 

Use the special Nuday clamping 
tool (MFN-B30) or a small "C" clamp 
to secure the countershaft drive gears 
(10 and 14) together, then remove 
snap rings (1 & 15) from each end of 
countershaft. Insert a step plate of 
proper size in rear end of counter- 
shaft, then bump the shaft forward 
slightly until snap ring (5) in front 



of high speed pinion can be unseated 
and moved forward on shaft. 

With snap ring (5) unseated, insert 
the step plate in forward end of shaft 
and bump shaft rearward until the 
countershaft driving gears (10 &; 14) 
and overrunning clutch (12) can be 
slipped off forward end of shaft and 
lifted from transmission. 

With drive gears and overrunning 
clutch removed, drive the counter- 
shaft forward until free of rear bear- 
ing (2); then slide the shaft and front 
bearing forward out of transmission 
case while lifting the gears (3 and 4) 
out top opening. 

Assemble by reversing the disas- 
sembly procedure. The two gears (3 
& 4) must be installed with hubs to- 
gether with the larger gear forward. 



12 3 4 5 6 




i 

~>. Snap riiifr 
0. Needle bsaflu 
T. Coufit<;rshn,Et 
H, Hearing 
9, Thrust washer 
in. Low range pear 

11. Uushituj 

12. J.t.w coupler 

13. Coupler sjirinp; 

14. High T.ajjf:e fear 
17.. Snap ring 
tli. Cover gilale 
IT. Snap ring 
is. Spd.ee? washer 1 
i». siimi rtne 

El, Housing 

2B. FTO drive year 

24, Snap ring 

35. PTO Trout fihrvft 

Fig. 231 — Exploded view of transmission lower shafts and associated pcrts. Refer to F19. 
230 for cross sectional assembled view. 



25 24 23 22 21 20 



MF135 - MF150-MF165 

The countershaft driving gears (10 & 
14) and overrunning clutch assembly 
may be installed as a unit by using 
Nuday Tool MFN-830; or individually 
if the special tool is not used. If the 
special tool is used, leave clamping 
screws slightly loose until splines are 
engaged, then tighten clamp and leave 
in place until all snap rings are 
seated, to minimize bouncing of over- 
drive gear (14) against snap ring. 

199. REVERSE IDLER. The reverse 
idler assembly used in the "Multi- 
power" transmission is identical to 
that used in the dual range transmis- 
sion. Refer to paragraph 182 for re- 
moval and overhaul procedure. 



"MULTIPOWER" PUMP 

AIJ Models 

Power for the- "Mullipowei' J disc clutch is 
supplied by a separate gear-lype pump 
which mounts on top of the regular hydraulic 
system pump in rear axle center housing. 
The "Multipower" pump is driven by a 
gear (1— Fig. 293) which is attached to the 
front of the main hydraulic pump camshaft 
by a cotter pin, prid which serves as the 
pto countershaft coupling. 

200. REMOVE AND REINSTALL. 
Refer to paragraph 251 for removal 
and installation procedure and para- 
graph 253 for overhaul procedure of 
auxiliary pump. 



DIFFERENTIAL, BEVEL 
GEARS AND FINAL DRIVE 



Model MF1S0 Row Crop Diesel and all 
MF165 tractors are equipped with planetary 
final drive units located in outer end of 
rear axle housings. On all other models, 
the rfiar axle shaft splines directly into 
the differential side gears. 

A mechanically actuated, jaw-type dif- 
ferential lock is a factory installed option 
on Model MF135: standard equipment on 



other models. Refer to Fig. 233 far an ex- 
ploded view of main drive bevel gears, 
differential and differential lock units. 

DIFFERENTIAL 
All Models 

202. REMOVE AND REINSTALL. 
The ring gear and differential unit 
can be removed after removing the 



. Oil seat 

_ Carrier ptate 

. Spacer shield 

, Bearing cup 

. Fork. aitrsrefcttaJ 

fotk 
. Coupling half 
. Bearing c 
. Coupling ha.lf 
. DlftarontiJil case 

half 
. Thruat washers 

. TJEfrei-Mitla] ID«W 
. Differential; 

Dinlcma 
. Thrust washers. 
. Pilot bearing 
. Main drive !■!■■,:' 

. Differential 
hat: 



IS. Bearing cup 
10. Be.irins con* 

20. Carrier pla.U 

21. Bearing conn 
2~2. Bflarimj sletva 
£3. Ee;iriii£ conu 
2-1. PTO soar hub 
25. Adjusting nut 

27. PTO cear 

28. Snap ring 




26 27 28 



Fiq. 233— Exploded view of differential, final drive bevel gears and associated parts. 
Carrier plates (2 £ 20) ere not used on models without planetary final drive* 



=www.maskinisten.net 

Paragraphs 199-204 

complete left final drive unit or rear 
axle housing, as outlined in paragraph 
210 or 221. 

On Model MFI35 without differ- 
ential lock, carrier bearing pre-load 
is tiot adjustable. On all models with 
differential lock, correct carrier bear- 
ing pre-load is determined when trac- 
tor i& assembled, and the correct 
thickness bearing spacer shield (3 — 
Fig. 233) is selected to provide the 
proper adjustment. Shield (3) is 
available in thicknesses of 0.030, 0.035, 
0.040, G.Q45, 0.050 and 0.055. An O.005 
thick shim is also available which can 
be used between shield and bearing 
cup (4) instead of a thicker shield. 
Differential bearings should be ad- 
justed to approximately zero end 
play. The recommended method of 
checking the adjustment if major 
parts are renewed is by use of Spe- 
cial Tool MFN245Y as shown in Fig. 
234. Checking and/or adjustment is 
not usually necessary unless major 
parts are renewed. 

Main drive bevel gear backlash 
should be 0.003 - 0.010 and is not ad- 
justable. Backlash can be measured 
through opening in differential hous- 
ing wall (Fig. 235) after removing the 
hydraulic lift top cover. 

203. OVERHAUL. To disassemble 
the removed differential unit, first 
place correlation marks on both 
halves of the differential case to in- 
sure correct assembly. Remove the 
eight retaining bolts, lift off the dif- 
ferential lock coupling half {8 — Fig.' 
933) and separate the case halves (9 
Sc 17), Differential pinions (13), spi- 
der (12) and side gears (11) can now 
be removed. Recommended backlash 
of 0.003-0.008 between the differen- 
tial pinions and side gears is con- 
trolled by the thrust washers (10 & 
14). 

The main drive bevel ring gear is 
secured to- differential case half (17) 
with special bolts and nuts, and Grade 
CV (Blue) LOCTITE is used to re- 
tain the nuts + When reinstalling, use 
LOCTITE of the appropriate grade 
and tighten nuts to a torque of 110- 
120 ft.-lbs. Tighten the differential 
case bolts to a torque of 75-65 ft.-lbs. 

DIFFERENTIAL LOCK 
All Models So Equipped 

204. OPERATION. The mechani- 
cally actuated differential lock assem- 
bly is standard equipment on Models 
MF150 and MF165, and a factory in- 
stalled option on Model MF135. 

When the differential lock foot 
pedal is depressed, the axle half of 

73 



Paragraphs 205-208 

coupler is forced inward to contact 
the differential case half of the coup- 
ler. If slippage is occurring at one 
wheel, depressing the pedal will cause 
the coupler dogs to lock the differ- 
ential case to the right axle. The dif^ 
ferential and both drive wheels then 
rotate together as a unit. As soon as 
contact is made by the coupler dogs, 
the pressure will keep the differential 
lock engaged and foot pedal may be 
released. When ground traction on 
both drive wheels again becomes 
equal, coupler dog contact pressure 
will be relieved and the coupler will 
automatically disengage. 

Refer to Figs. 236 or 237 for ex- 
ploded views of the differential lock 
actuating mechanism and associated 
parts. 

205. ADJUSTMENT. The differen- 
tial lock coupler should be fully en- 
gaged when pedal pad (2 — Fig. 236 
or 237) clears tractor step plate by V-\- 
inch. If adjustment is required, loosen 
the clamp screw (4) and reposition 
pedal (3) on actuating shaft (6— Fig. 
236 or 15— Fig, 237), Retighten clamp 
screw (4) when adjustment is com- 
plete. 

206. REMOVE AND REINSTALL. 
To remove the differential lock coup- 
ler halves (20 & 12— Fig. 236), first 
drain transmission and hydraulic res- 
ervoir, block up under rear axle cen- 
ter housing and remove right fender 
and rear tire and wheel assembly. Re- 
move right lower hitch link and dis- 
connect right brake linkage. Support 



right rear axle housing assembly in 
a hoist and remove retaining stud 
nuts; then slide right rear axle and 
housing as a unit away from rear axle 
center housing. 

Remove bearing cone (21 ) from 
coupling half (22) ; remove the differ- 
ential case retaining cap screws and 
lift off the coupling (22). When in- 
stalling, tighten differential case cap 
screws to a torque of 75-85 ft.-lbs. 

To remove axle half of coupler on 
models without planetary final drive, 
unbolt rear axle outer bearing re- 
tainer from axle housing (7 — Fig. 237) 
and withdraw axle (6) from housing; 
then lift out the coupler (8). Shoes 
(9) will be free in fork (10) with 
coupler removed. On models with 
planetary final drive, drive out the 
roll pin (P — Fig, 238) and remove the 
two screws securing carrier plate (17) 
to axle housing; then slip carrier plate 
(17), fork (19) and sliding coupler 
(20 — Fig. 236) as a unit from axle. 

To service the actuating mechanism 
on models without planetary final 
drive, remove the clamping bolt (4 — 
Fig; 237) and withdraw actuating 
shaft (Id) from housing (7) and pedal 
(3), then lift out the remaining ac- 
tuating parts. On models with plane- 
tary final drive, remove cam housing 
(7 — Fig. 236) and brake lever sup- 
port from axle housing and remove 
shift fork and coupler as previously 
outlined. Working through the hole in 
axle housing, unseat the snap ring 
(13) and withdraw shaft (16), spring 
(15) and associated parts. 




Fig. 234 — Special lools 
arc required For checking 
differencial carrier bear- 
ing preload. Refer to text. 



+m ;• 



MASSEY-FERGUSON 

On all models, assemble by revers- 
ing the disassembly procedure and 
adjust as outlined in paragraph 205 
after axle housing is reinstalled. 



BEVEL GEARS 
All Models 

20V. BEVEL PINION. The main 
drive bevel pinion is available only in 
a matched set which also includes 
the bevel ring gear and attaching bolts 
and nuts. To remove the bevel pinion, 
first remove the hydraulic lift cover 
as outlined in paragraph 247 and pro- 
ceed as follows: 

Working through the top opening 
in the rear axle center housing, re- 
move the large cotter pin and collapse 
and remove the rear driveshaft as- 
sembly. On models without planetary 
final drive unit, drain the transmis- 
sion and hydraulic system fluid and 
remove left fear axle housing and dif- 
ferential as outlined in paragraph 202. 

On all models, unbolt pinion bearing 
sleeve (22— Fig. 233) from center 
bousing wall and, using two jack 
screws in the tapped holes, pull the 
pinion and sleeve assembly forward 
out of center housing bore. 

To disassemble the unit, remove 
snap ring (28) and gear (27). Unlock 
and remove nut (26) and bump pin- 
ion out of sleeve (22). If bearing cups 
in sleeve are damaged, renew the 
sleeve. 

When reassembling, tighten nut 
(26) to obtain a roiling torque of 18- 
22 inch-pounds for the pinion shaft 
bearings. 

Install the pinion assembly by re- 
versing the removal procedure. 

20B. BEVEL RING GEAR. The main 
drive bevel ring gear is only avail- 




Fig. 235 — Rear axle center housing with 
hydraulic lift cover removed. Opening per- 
mits inspection of main drive bevel gears 
and checking gear backlash. 



74 



MF135-MF150- MF165 




Fig. 234 — Exploded view of differential 

lack and associated parts used 1 an model* 

with planetary final drive. 



1. Bolt 

2. Pedal pad 

3. Feda! 

4. Claim* bott 

5. Spacei- washer 
G. Pedal shaft 

7. Cam hoimhiE 

8. Esnanalon Dive 
D. Thrust buahinK 

10. Actuating cnin 

11. Return aprinp; 



is. Set rarcw 

13, 5nni> rintr 
1-1. Spring guide 

15. R0lC!L3C SPTlhS 

IB, AeniJitlnR shnft 
17. Carrier j>IMc 
lft, Oil son.! 
io: Shifter lOrfc 
20, Sliding couiillnu 
£1. Ee.Tj-Jru; cone 
L Z'l, Coici/LlriK" halt 




Fig. 237 — Exploded view of differential 

lock actuating mechanism wsed on models. 

without planetary final drive. 



1 


Bait 


10. 


A-JturUinfc' fork 


2 


rudal pad 


11. 


rival bolt 


3 


Pedal 


12. 


KOrk bracket 


4. 


Clamp liolt 


IX 


Hushing 


5. 


Eusliins 


14, 


Oil seal 





AXfel a halt 


13. 


Actualltis cam 


3 


Axle housing 


1C. 


Groove n!n 


S 


Sliding coupling 


17. 


Spring bracket 


& 


Coupling shoe 


IS. 


Kb turn spring 



\\ 


b.p. 




J 19 ■; 


»? '1 


p-17. 



Fig. 238 — Installed view of actuating shaft 

and associated parts used on models with 

planetary final drive. Refer Jo Fig. 236 

for parts Identification. 



able in a matched set Which also in- 
cludes the pinion and attaching bolts 
and nuts. 

To remove the main drive bevel 
ring gear, first remove the differential 
assembly as outlined in paragraph 202, 
Ring gear retaining nuts arc installed 
with LOCTITE, Grade CV, and re- 
moval might require a slight amount 
of heat. 

When installing the ring gear, make 
certain that mating surfaces of ring 
gear and differential case are thor- 
oughly clean and free from nicks and 
burrs. Use two drops of LOCTITE, 
Grade CV (blue) on each attaching 
bolt and tighten nuts to a torque of 
100-120 ft.-lbs. Runout of ring gear 
should not exceed 0.002. 

REAR AXLE AND FINAL DRIVE 

Model MF150, except Bow Crop Diesel, 
arid all Model MF135 tractors are equipped 
with a straight drive axle which splines 
into the differential side gears. A planetary 
type final drive unit is used on MF150 Bow 
Crop Diesel and all Model MT1G5 tractors. 
Refer to the appropriate following para- 
graphs for removal and overhaul proce- 
dures. 



=www.maskinisten.net 

Paragraphs 209-210 

Tractors Without Planetary Final 
Drive 

209. BEARING ADJUSTMENT. To 
check the bearing adjustment, pro- 
ceed as follows: Support tractor and 
remove rear tire and wheel assem- 
blies. Shift tractor to neutral, rotate 
either axle shaft and observe the 
other axle. If both axles turn in the 
same direction, the bearing adjust- 
ment is too tight. A minimum end 
play of 0.002 and a maximum of 0.008 
should exist in the axle bearing and 
shafts. End play is controlled by the 
total shim pack (23— Fig. 239) in- 
stalled between BOTH axle housing 
(29) and retainers (35) n and varying 
the thickness of either shim pack will 
affect the adjustment of both axles. 
Existing end play may be measured 
with a dial indicator, or by removing 
shims from either side until both axles 
turn in the same direction; then add- 
ing shims until clearance exists. 
Shims (23) are available in thick- 
nesses of Q + 0Q4, 0.016 and 0.021. 

NOTE: On models equipped with differ- 
ential lock, do not attempt to make the 
adjustment by withdrawing RIGHT axle 
shaft, or sliding differential lock coupler 
will be lost necessitating draining of the 
housing and removal of axle sleeve (53). 

210. REMOVE AND REINSTALL. 
Except for the right axle on models 
equipped with differential lock, axle 
shaft and bearing only may be re- 
moved from axle sleeve (29 — Fig. 239) 
by supporting the tractor, removing 
wheel and tire unit, and unbolting 
bearing retainer (35) from axle sleeve 
{29). 

To remove the axle shaft and hous- 
ing (axle sleeve) as a unit, first drain 
rear axle center housing, block up 
and support rear portion of tractor 



Fig. 33?— Exploded view 
of rear drive tixle and as* 
satiated parts used on 
models without planetary 
final drive. 



22. Grwkvt. 

23. Shims 

2-1. Bearing CUD 

2o. Expansion |iluf 

28. Gasket 

27. Bushing 

2S. Shaft 

SO. Axle housing 

30. Oil seal 

31. A*lfc shAii 
3.5. Ec-arLns 1 collar 
33. Bearing cone 
31. Ee.-u-Lny cup 
35. Retainer 

30. Oil setLl 




75 



=www.maskinisten.net 



Paragraphs 211-212 

and remove fender and both wheel 
and tire assemblies. Disconnect brake 
pedal linkage and lower link. Support 
axle housing from a hoist and remove 
the attaching stud nuts and slide the 
assembly from tractor. Install by re- 
versing the removal procedure, us- 
ing one gasket (26), to provide the 
correct differential carrier bearing 
adjustment. 




Fig. 240 — Cross sectional view of two 
pinion planetary drive unit. 




211. OVERHAUL. Retainer (35— 
Fig. 233) and bearing cone (33) are 
secured to axle shaft (31) by a 
shrink-fit steel collar (32). To renew 
the axle shaft, bearing cone or cup, 
retainer or seal (36), first drill the 
collar (32) and split with a cape 
chisel; then pull the bearing using a 
suitable puller or press. 

Assemble by reversing the disas- 
sembly procedure, seat the bearing 
cone (33) against shoulder on shaft; 
then heat a new collar (32) to ap- 
proximately 300° F. and install and 
seat against bearing cone before collar 
cools. Bearing (33) should be properly 
packed with wheel bearing grease 
before installation. 

Inner oil seal (30) or carrier bear- 
ing cup (24) should be inspected and 
renewed if necessary, while shaft unit 
is out of axle sleeve. 

Models With Planetary Final 
Drive 

Three lypcs oi planetary iinal delve 
unite have been interchangeably used. Tho 
type a! drive does not afieel removal and 
installation el the complete iinal drive unit 
nor removal and installation ol wheel axle 
shaft, drive cover arid planet carrier as an 
assembly. Disassembly, overhaul and ad 
Justment ot the planetary unit is effected, 
however, and the type of unit must be 
known before parts can be procured. 



na| view of early 
mount-] plgrtetary 
unit. 




MASSEY- FERGUSON 

The two-pinion planetary can be 
identified by the "134" part number 
prefix cast into the axle housing (I — 
Fig. 240) and by the bosses (B) ap- 
pearing on outside of planetary drive 
cover (24). 

In the early three-pinion (Straddle- 
Mount) planetary unit, axle housing 
(1 — Fig. 241) carrier a part number 
prefix of "894 or 899"', and a pressed 
steel shield (23) is attached to inner 
side of wheel axle flange (24), 

In the late three-pinion (Hybrid) 
planetary unit, axle housing (1 — Fig. 
242) carries the "184" part number 
prefix and adjusting shims (S) are 
visible from the outside. 

NOTE: The terms "early" and "late" used 
in referring the three-pinion planetary units 
indicate the date lirst used, not the as- 
sembly date ol the tractor, as assemblies 
are used concurrently. 

Refer to the appropriate following 
paragraphs when removing, overhaul- 
ing or adjusting the units. 

212. TWO-PINION PLANETARY 
UNIT. Refer to paragraph 221 for re- 
moval procedure of the complete final 
drive unit, and to paragraph 222 for 
removal of wheel axle and planet 
carrier assembly. Refer to Fig. 243 
for an exploded view of the two-pin- 
ion planetary unit and associated 
parts. 



1. AXIe housing 

2. Hearing cup 

3. Beating cone 
i. Ax!,. slu.ll 

5. i.-.. 1 -- j : : ii;: cup 

6. Snwp rln£ 
T. WflSthH" 
&. Bearing corn* 
9. Thrust bearing 

10. Thrust roc* 
U. Adjusting shims 
]£. Needle rollers 

I-lv Gasket 
ir>. R[ner gear 
16. Planet carrier 



IT. Pltmet pinion 
13. Needle- rollers 
ia. Thrust wantrar 
26. rinlon ahuft 
2t, Segmented ring 
H. Bearing cone 
23-, Bearing CMP 
24_ Drive cover 
2.",. OH a&al 
2B. Axle sleeve 

ITS. wheel aXIo 



Mg. 242 — Cross sectional view of Tate 

tlree-plnlon (hybrid) pfgnetcry final drive Fig. 243 — Exploded view of rwo-pinion final drive unit used on some tracrors- Refer la 
ypjt. Fig. 240 for cross sectioned view. 

76 




MF.35-MF150-MF165 

213. ADJUSTMENT. Planet carrier 
bearing preload of 0.001-0.005 is ad- 
justed by varying the thickness of 
shim pack (11 — Fig. 243). This is 
normally equivalent to a rolling 
torque of 5-10 ft. -lbs. measured at 
wheel axle (28) with complete final 
drive removed as outlined in para- 
graph 221. 

Measure end play with a dial indi- 
cator bearing against flange of wheel 
axle (28) while prying wheel axle out 
and in using two screwdrivers or pry 
bars. 

If end play exists, record the 
amount and remove wheel axle and 
planet carrier assembly as outlined in 
paragraph 222. Remove snap ring (6) 
from inner end of wheel axle (28); 
then lift off washer (7), cone (8), 
thrust roller (9) and race (10) as a 
unit, being careful not to lose the 
loose needle rollers (12) and spacers 
(13) contained in inner bare of cone. 
Add shims (11) equal in thickness to 
the measured end play plus 0.001- 
0.005, and reassemble by reversing 
the removal procedure. Shims (11 ) 
are available in thicknesses of 0.002, 
0.010 and 0.030. 

214. OVERHAUL. Left planetary 
unit can be overhauled after remov- 
ing wheel axle and planet carrier as- 
sembly as outlined in paragraph 222 



and locking the brake to permit with- 
drawal of main axle shaft (4 — Fig. 
243). If right main axle shaft is to be 
removed, the complete final drive unit 
must he removed as outlined in para- 
graph 221 to correctly install the dif- 
ferential lock sliding coupling. If main 
axle shaft is not removed, remainder 
of unit may be overhauled after re- 
moving wheel axle and planet car- 
rier assembly as outlined in paragraph 
222. 

To disassemble the removed wheel 
axle and planet carrier unit, first re- 
move snap ring (6) and withdraw 
bearing cone {8} and associated parts, 
being careful not to lose, damage or 
intermix the loose needle rollers (12) 
or shim pack (11); then lift off planet 
carrier assembly (16), Outer bearing 
cone (22) is a press fit on wheel axle 
shaft (28) and thrust load is carried 
on the split bearing support ring (21 ); 
lift out the support ring and press 
wheel axle out of bearing cone (22) 
and drive cover (24). Planet pinion 
shafts (20) can be pressed from planet 
carrier <16) after removing the re- 
taining snap ring. Two rows or loose 
needle rollers are used in pinion (17). 

When reassembling the unit, a place 
wheel axle (28) on the bed of a press, 
shaft end up. Install a new seal (25) 
in drive cover (24) and install drive 
cover over axle shaft, using appro- 
priate seal protector over shaft splines. 



18A 18 17 



21 20 19 




rig, 244 — Exploded view of early three-pinion, (straddle mount) planetary final drive unit. 
Refer to Fig. 241 for cross sectional view. 



1 


Axle housinc; 


8. 


DuslUnff 


17. Sun pear 




Oil sea! 


10. 


Thrust waslitr 


IS. Snap rlne 


3 


Adjusting shim, 


11. 


Needle rollers 


T*A. Segmented, r 


■I 


Beating cup 


12 


Spacer washer 


Ifl. Bearing eons 




A ''.:■'■ ahfttt 


13. 


Planet pinion 


20. Hearing cup 


i; 


Gaateat 


14 




£1. Drive caver 




Ttinjj sear 


IS 


Pinion shsXt 


Sffi. Oil 3D.T.J 


3 


Eea.r3Ti£ conn? 


1G. 


Planet carrier 


23. Dust shield 

24. Wheel fucle 



Paragraphs 213-216 

Using a suitable pipe spacer, press 
bearing cone (22) on shaft only far 
enough to install the split support 
ring (21). Install support ring halves 
with square edge next to bearing cone, 
then press the shaft back through 
bearing if necessary, until bearing 
Cone is firmly seated against the sup- 
port ring. 

Install the assembled planet carrier 
(16) and the assembled cone (8) omit- 
ting the shim pack (11). Assemble the 
wheel axle and planetary unit to axle 
housing (1) and measure the end play 
3S outlined in paragraph 213, then dis- 
assemble only far enough to install 
the indicated shim pack (11). 



215. EARLY THREE-PINION 
(STRADDLE MOUNT) PLANETARY 
UNIT, Refer to paragraph 221 for re- 
moval procedure of the complete final 
drive unit, and to paragraph 222 for 
removal of wheel axle and planet 
carrier assembly. Refer to Fig. 244 
for an exploded view of planetary unit 
and associated parts. 



216. ADJUSTMENT. Planet carrier 
bearing preload of 0. 006-0.015 is ad- 
justed by means of shims (3 — Fig. 244) 
placed in bore of axle housing (1) 
behind bearing cup (4)_ Shims are 
available in thicknesses of 0.005, 0.010 
and 0.015. Two methods of adjustment 
are recommendcd h a measured adjust- 
ment can be made as follows: 

Remove wheel axle and planet car- 
rier assembly as outlined in paragraph 
222. Remove bearing cup (4) from 
axle housing (1). Using four bolts 
of the correct length, bolt planetary- 
ring gear (7} to drive cover {21 > as 
shown in Fig. 245. Support the as- 
sembly on drive cover so that wheel 
axle (24) does not touch, allowing 
outer carrier bearing (D — Fig, 245) to 
seat. 

Position the removed bearing cup 
(4) over bearing cone as shown. Place 
two spacers (S) of known and equal 
thickness on bearing cup to clear the 
bearing cage (C); then use a straight 
edge and inside micrometer to mea- 
sure the distance (A) from straight 
edge to surface of ring gear flange. 
Obtain a measurement from each side 
of bearing, turn straightedge 90" and 
remeasure; then add the measure- 
ments and divide by four to obtain 
an average. Subtract the thickness of 
spacers (S) to obtain the distance 
from bearing cup to ring gear flange. 
If the distance is 2.948-2.952, no shims 
(3_Fig d 244) are required- If distance 
is less than 2.948, add a sufficient 

77 



=www.maskimsten.net 



Paragraphs 217-219 



MASSEY-FERGUSON 




Fig, 245 — Usinq spacers, a slrcightedgc 
and inside micrometer ta determine bear- 
ing adjustment as outlined in paragraph 
21a. 



A. Bfeaaure dtSMa 

B. Bolts 

C. B*ftrin6 Cage 

D. Outer Imaxlnp 
S. Spacer 



, Ue.-u-lnj; Cuj 



•:■{. Wlii-c] nXlr 



quantity or thickness of shims (3) 
to bring the measurement within the 
range of 2.918-2.952. Reinstall bear- 
ing cup (4) using the proper shims, 
then reinstall wheel axle and planet 
Carrier assembly as outlined in para- 
graph 222. 

An alternate method of adjustment 
is to remove the entire final drive 
unit as outlined in paragraph 221 and 
stand unit on end with wheel axle up. 
Remove wheel axle and planet carrier 
assembly, bearing cup (4) and shim 
pack (3); then reinstall bearing cup 
and wheel axle and planetary unit 
omitting the shim pack. Attach a dial 
indicator with indicator button con- 
tacting wheel axle flange and mea- 
sure the end play by lifting the wheel 
axle and planetary unit using to pry 
bars or screwdrivers. Install a shim 
pack equal in thickness to the mea- 
sured end play plus 0.006-0.015, and 
reassemble by reversing the disas- 
sembly procedure. 




Fig. 246 — When installing seal 1221, make 
sure clearance f Al between seal and bear- 
ing cup f201 is 0.010. Refer to Fig. 244 
for parts identification. 

78 




1, Axle housing 
;!. oil Mxt 

.!. Ho^rlng cup 
A. Efetuinc con* 
.-i. AxleHhnrt 
■li. 

S. Ring js&ar 

Jt. Bushing 
in, PIj 

li. Retaining dtp 
11. Thrust washt 

14. Planet iJinion 

H, NSWB'6 IfltTftFB 



IG. Sun (rear 

it. Retains collar 

IS. Segmented rtog 

10. lle.-iriris; cone 

2D. Bearing euii 

St. Drive cover 

22, Oil seal 

23. Dust shield 
£f. Wheel nxte 

Fid. 247 — Enploded view of late three-pinion (hybrid") planetary final drive unit. Refer 
Jo Fig,. 242 for cross sectional view. 



217. OVERHAUL. Left planetary 
unit can be overhauled after remov- 
ing wheel axle and planet carrier 
assembly as outlined in paragraph 
222 and locking the brake to permit 
withdrawal of main axle shaft (5 — 
Fig. 244). If right main axle shaft is 
to he removed, the complete final 
drive unit must be removed as out- 
lined in paragraph 221 to correctly 
install the differential lock sliding 
coupling. If main axle shaft is not re- 
mcved, remainder of right unit may 
be overhauled after removing wheel 
axle and planet carrier assembly as 
outlined in paragraph 222. 

To disassemble the removed wheel 
axle and planet carrier unit, loosen 
locking set screw (14) and remove 
planet pinion shaft (15), pinion gear 
and associated parts from largest 
opening in planet carrier (16); then 
slide sun gear (17) out the opening. 

Wheel axle (24) is a tight press fit 
in splines of planet carrier (16), and 
a three leg puller or press of 20-40 
tons capacity is required for removal. 
If a press is used, remove the remain- 
ing planet pinions (13) and support 
the planet carrier. Do not attempt re- 
moval by supporting drive cover (21) 
in the press. 

Remove snap ring (18) or ring seg- 
ments (ISA) from axle shaft, then 
press axle shaft downward cut of 
bearing cone (19). 

The seal bore in drive cover (21) 
is not shouldered. When installing the 
seal, refer to Fig. 246 and install seal 
SO that 0,010 clearance exists between 
inner edge of seal (22) and outer edge 
of bearing cup (20) as shown at (A). 



With seal installed, carefully posi- 
tion drive cover (21) over axle shaft 
and install and seat outer bearing 
cone (19). Snap ring (IS) and split 
ring (18A — Fig. 244) are interchange- 
ably used and are variable in thick- 
ness. The snap ring (18) being avail- 
able in four different thicknesses from 
0.233 to 0.250; and the split ring 
(ISA) available in nine thicknesses 
from 0.230 to 0.248. With axle and 
bearing assembled, use the thickest 
snap ring or split ring which will seat 
in snap ring groove. 

Press the planet carrier on wheel 
axle shaft using a suitable press, mak- 
ing sure carrier hub seats against snap 
ring (18). NOTE: When using split 
ring, make sure segments remain in 
snap, ring groove and properly enter 
counterbore in carrier hub. 

Complete the assembly by reversing 
the disassembly procedure, adjust car- 
rier bearings as outlined in paragraph 
216 and install as in paragraph 221 or 
222. 

218. LATE THREE-PINION (HY- 
BRID) PLANETARY UNIT. Refer to 
paragraph 221 foe removal procedure 
of the complete final drive unit, and 
to paragraph 222 for removal of wheel 
axle and planet carrier assembly. Re- 
fer to Fig. 247 for an exploded view 
of planetary unit and associated parts. 

219. ADJUSTMENT. Planet carrier 
bearing preload of 0.001-0.005 is ad- 
justed by means of shims (6 — Fig, 
247) interposed between planetary 
ring gear (8) and axle housing (1) 
or cover (21). Shims are available in 
thicknesses of 0.002, 0.005 and 0.010. 



MF135-MF150-MH65 

Shims are segmented for easy inser- 
tion or removal without removing the 
retaining bolts, and care must be used 
to be sure that shim packs are equal 
in thickness around the complete bolt 
circle. 

To check and/or adjust the pre- 
load, first drain the transmission and 
final drive planetary housing and re- 
move the complete final drive unit 
as outlined in paragraph 221. Stand 
the unit on a suitable support, wheel 
axle up. Loosen the planetary retain- 
ing bolts and add 0.010 in shims to the 
existing shim pack. Attach a dial in- 
dicator and measure the existing end 
play by lifting the wheel axle using 
two pry bars or screwdrivers; then 
remove shims equal in thickness to 
the measured end play plus 0.001-0.005 




Fiq. 243 — Remove retaining clip (11 J. pin- 

jan shaft (15) and planet pinion (13) 

from largtrst opening in planet carrier, th.cn 

remove stm gear. 




Fig. 249 — Split the retaining collar (17) 

as shown, Using a sharp chisel; then remove 

retaining collar and segmented rings from 

wheel axle shaft. 



to establish the recommended preload. 
Tighten the retaining bolts to a torque 
of 50-55 ft.-lbs. 

220. OVERHAUL. To overhaul the 
planetary final drive unit, first re- 
move the complete final drive as out- 
lined in paragraph 221, remove the 
retaining bolts and lift off the wheel 
axle, drive cover and planet carrier 
as an assembly. Refer to Fig. 247. 

Place the removed unit, axle flange 
down, on a bench. Find the largest 
planet pinion opening in carrier (10) 
and remove the cap screw, lock plate 
(11), shaft (15), pinion (13) and bear- 
ings; then withdraw sun gear (16) 
through the opening. Use a small, 
sharp chisel and cut the retainer (17) 
as shown in Fig. 249, then remove the 
retainer and segmented retaining ring 
(IS — Fig. 247). Using a press or suit- 
able puller, remove wheel axle (24) 
from carrier (10). The procedure for 
further disassembly is obvious. 

Use a new retainer (17) when re- 
assembling. Heat the retainer to ap- 
proximately 700* F. and install and 
seat while hot, then complete the as- 
sembly by reversing the disassembly 
procedure. Adjust the carrier bearing 
preload as outlined in paragraph 219 
after the unit is reassembled. 



Paragraph 220-225 

221. K&R FINAL DRIVE, To re- 
move either final drive assembly as 
a unit, first drain the transmission, 
suitably support rear of tractor and 
remove the fender and rear wheel and 
tire unit. Disconnect the lower lift 
link and brake actuating lever. Suit- 
ably support final drive assembly 
from a hoist, remove the attaching 
stud nuts and separate the final drive 
unit from rear axle center housing. 

Use only one standard gasket when 
reinstalling, and tighten the retaining 
stud nuts to a torque of 50-55 ft.-lbs. 

222. R&R WHEEL AXLE & 
PLANET CARRIER ASSEMBLY. To 
remove the wheel axle and planet 
carrier as a unit, suitably support the 
tractor and drain the final drive plan- 
etary housing. Remove the wheel and 
tire unit and fender assembly. Se- 
curely lock the brake on side to be 
removed. Remove the securing bolt 
circle and, using suitable hoisting 
equipment, move wheel axle and drive 
cover straight out away from drive 
axle housing. 

Install by reversing the removal 
procedure. Tighten the retaining bolts 
to a torque of 50-55 ft.-lbs. 



BRAKES 



All Model MF135 tractors and MF150 
models except Bow Ciop Diesel ara equipped 
v/ith internal expanding shoe type brakes 
located at wheel hubs. Model MF15D Row- 
Crop Diesel and all Model MF1G5 tractors 
have disc brakes located on main axle 
shaft at inner ends of final drive housings. 



ADJUSTMENT 

Shoe-Type Brakes 

223. Jack up and block rear portion 
of tractor. Remove adjusting cover 
(11 — Fig. 251) and, using a screw 
driver or adjusting tool, turn star 
wheel (3) by pushing handle of tool 
toward axle housing until lining con- 
tacts brake drum, Back off star wheels 
an equal amount untii drums are free H 
Equalize the brakes by adjusting the 
length of rods (15), 



Disc-Type Brakes 

224, To adjust the disc-type brakes 
on tractors so equipped, turn each ad- 
justing nut (9 — Fig. 252) either way 
until brake pedal free play is 2&-3 
inches when measured at pedal pad. 
Adjust both brakes equally, then 
equalise pedal height by means of 
rods (10). 



OVERHAUL 

Shoe-Type Brakes 

225. The brake drum can be re- 
moved after removing the rear wheel 
and the two drum retaining screws. 
Remove the positioning spring and pin 
assemblies (8 — Fig. 251), anchor 
springs (2) and brace (4); then lift 
Off shoes (6), adjuster (3) and return 
spring (7). Assemble by reversing the 



79 



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MF135-MR50-MFU5 



Paragraphs 228-231 



POWER TAKE-OFF 



(Constant Running & 
Transmission Driven) 



OUTPUT SHAFT 

All Models 

228. To remove the pto output shaft, 
drain the transmission and hydraulic 
system fluid and unbolt rear bearing 
retainer {20 — Fig. 254) from rear axle 
center housing. Withdraw shaft (13), 
rear bearing (15) and seal housing 
(17) as an assembly. 

Rear bearing (15), seal £16) or seal- 
ing "O" ring (18) can be renewed at 
this time, as can shaft (13) or seal 
retainer (17). 

Output shaft front support (10) and 
associated parts can be removed for 
service of bushing (9) or needle bear- 
ing (11) after first removing hydraulic 
pump as outlined in paragraph 251 
and differential unit as outlined in 
paragraph 202. Use a step plate and 
driver of the appropriate size to just 
pass through bushing (9> and drive 
needle bearing (11) and retainer (12) 
as a unit out to rear; then drive re- 
tainer (10) and bushing (9) forward 
out of housing wall. The pre -sized 
bushing (9) is flanged at front end 
and flange should be seated when in- 
stalling. Install needle bearing (11) 
flush with edge of retainer (12). As- 
semble by reversing the removal pro- 
cedure, making sure that holes in re- 
tainer (12) are at top and bottom 
when installed. 



PTO MAIN DRIVE GEARS 
All Models 

230. The pto main drive gears and 
clutch are included in the transmis- 
sion drive train. Refer to the appro- 
priate transmission and clutch sec- 
tions for removal and overhaul. 

IB 14 





12 11 10 9 







ID 


Slecvo 


1 Shill lever 








2, Washer 




12 


Retainer 


a. Sertl 




13 


Output iilia. 






1-1 




5. Si>rlnff 




|j 




l>, Detent 




Hi 




T. SIiSfL Cork 




i: 




8. Gear & coupling 


IS 


"O" ring 


8A, EJijft CowdH 




19 




9. Eushltier 




li>. 


ttetjclnw 



Fig. 254 — Exploded view of pro output shaft and associated parts, 



INDEPENDENT POWER TAKE-OFF 



Tractors may he optionally iactory 
equipped with on Independent Power Take- 
Off which is driven by a flywheel mounted 
"Split -Toiquo" clutch and controlled by a 
hydraulicaUy actuated multiple disc clutch 
contained in. rear axle center housing. 



provided by the auxiliary gear type 
pump which also provides power for 
the MulUpower clutch and/or auxi- 
liary hydraulic system if tractor is so 
equipped. 



GROUND SPEED GEARS 
All Models So Equipped 

229. To remove the ground speed 
drive gear, first remove the hydraulic 
lift cover as outlined in paragraph 
247 and proceed as follows; 

Working through the top opening 
in rear axle center housing, collapse 
and remove the rear drive shaft as- 
sembly, Remove the retaining snap 
ring and slide the gear forward o£f 
o£ drive pinion. 

To remove the driven gear (8— Fig. 
254) after drive gear is out, remove 
the hydraulic pump as outlined in 
paragraph 251, remove pto shift cover 
(4) and slide the gear forward out of 
bushing (9), Assemble by reversing 
the disassembly procedure. 



OPERATION 
All Models So Equipped 

231. On models with Independent 
Power Take-Off, the pto drive shaft 
is splined into a hub contained in the 
Split Torque Clutch Cover (paragraph 
173) and turns continuously when en- 
gine is running. 

The IPTO control lever is mounted 
on left side cover of rear axle center 
housing as shown in fig. 255, Moving 
lever forward disengages the hy- 
draulically actuated multiple disc 
clutch and engages the brake. Moving 
lever rearward releases the hydraulic 
brake and engages the multiple disc 
pto clutch. 

Standby hydraulic pressure to actu- 
ate the hydraulic clutch and brake is 



1. Control kvdr 
5 r Prfls.surtj lld.e 

3. Multiple disc 
clutch 

4. Retainer alcove 
!>. Auxiliary Dump 
ft, Multlpower 

pressure- hoW 




^^^ 



Fig. 255 — Schematic 
and associated parts 



view of IPTO clurch 
used en some model*. 



81 



Paragraphs 226-227 




Fig. 251 — Exploded view oi shoe type individual wheel brakes, used on models without 
planetary final drive. 




disassembly procedure and adjust as 
outlined in paragraph 223. 

A 0.030 oversize shoe and lining kit 
(6) is available as a service item. 
Drum. (1) must be re-machined to an 
inside diameter of 14,030-14.035 for 
use with the oversize shoes, 

Disc-Type Brakes 

226. To remove the brake assem- 
blies, first remove differential lock 
(right side) as outlined in paragraph 
206, or complete final drive unit (left 
side) as outlined in paragraph 221. 
On left side, remove the retaining 
screws and lift off the differential 
carrier plate. 

60 



Fig. 252 — Exploded view 
of disc type individual 
wheel brakes used on 
models with planetary 
final drive. 

0. Adjusting nut 

10. UrakB rod 

11. Brake lavur 

12. Crt-is aha.lt 
ia, Crake pedal 
14. Detent 

13. Hrake pedal 
Ifl. Bushing: 
IT. Thrust washer 
ifi r Interlock le^er 
1D„ Sector 

20. Pawl 
SI. S[>riii£ 
28. Latch 
S3. LlnH 
2-1. Link 

25. Actual I n.q &fsc 

:*;. stsel bails 

21. KcSurn spring 



1. Pulley 

2. Nut 

3. Washar 

4. Oil seal 

.".. Pulley hu!j 

G. Oil seal 

7. Ee.ariiiK cone 

8. ItoirLii^cuiJ 

0. Kxpnnslon nluj; 



MASSEY- FERGUSON 

On all models, remove adjusting 
nut (9— Fig. 252), block (8) and lever 
support (5); then withdraw lined 
discs (2) and actuating disc (1) from 
inner side of axle housing. 

Actuating disc assembly (1) can be 
disassembled after removing brake 
rod (3) and unhooking the return 
springs (27). Renew any parts which 
are questionable and assemble by re- 
versing the disassembly procedure. 
Adjust the brakes as outlined in para- 
graph 224. 



BELT PULLEY 

227. OVERHAUL. To overhaul the 
belt pulley attachment, refer to Fig. 
253 and proceed as follows: 

Remove input shaft bearing hous- 
ing (22) and expansion plug (9>. Re- 
move the cotter pin and nut (10) and 
bump shaft and gear (18) out of hous- 
ing. Remove pulley (1), nut (2) arid 
hub (5), and bump pinion shaft (17) 
out of outer bearing and housing. 

When reassembling the unit^ install 
pinion shaft (17 J, bearings and hub 
(5), and tighten nut (2) until a rolling 
torque of 2-4 inch pounds is applied 
to shaft bearings. Secure nut (2) with 
a cotter pin. Install drive gear {18) 
and tighten nut (10) until the bevel 
gears have a backlash of 0.004-0.00S; 
then back off the nut if necessary, 
until cotter pin can be inserted. Fill 
to level of filler plug with SAE 90 
gear oil. 



Waaler 
Boartnu 

Eeirlnir cup 
liearirjr cone 
Shaft £ pinion 
Shaft £ gear 
Needle bearing 
Oil seat 
Gnskqr. 

'■'■■:, :[■.!■.: housing 
Key 
Adaptor 





14 13 12 

Fig. 253 — Exploded view of pro mounfed belf pufley attaeJimenr available for all models. 



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Paragraphs 232-235 




Fig. 2S4V — IPTO output snafr showing com' 
pOnent parts. 



1. Can 

.!. XWt.iJncr 

n. O-rlni; 

4. ^.tiL rutitili. 



I, Snap r!»n 

fl. Output shaft 

0. Need I ft beiiriiii; 

li>. Knap rfnp 



REMOVE AND REINSTALL 
All Models So Equipped 

232. OUTPUT SHAFT. To remove 
the IPTO output shaft, first drain 
transmission & hydraulic system 
fluid then unbolt retainer plate (2. — 
Fig. 256) from rear axle center hous- 
ing. Remove protective cap (1). Insert 
a punch or similar tool in hole in 
hole in shaft (8) and withdraw shaft, 
bearing, retainer and associated parts. 

Rear bearing {6), seal (5) or seal- 
ing O-ring (3) can be renewed at 
this time. Front needle bearing (9) is 
contained in center housing wall and 
renewal requires splitting tractor and 
removing clutch pack as outlined in 
paragraph 233. 

Install by reversing the removal 
procedure. Apply pressure to seal re- 
tainer (4) as it enters housing, to pre- 
vent shaft being pushed forward out 
of retainer and damaging seal Up. 




Fig. 258 — Adjust clutch clearance- after in- 
sinuation by moving retainer sleeve (4 — 
Fig. 255). 




Fig. 25° — Exploded view of regulating 
valve used" on 1FTO equipped" models with- 
out Multipower. 



MASSEY-FERGUSON 

233. IPTO CLUTCH UNIT. To re- 
move the IPTO clutch and valve unit, 
first split tractor and remove the hy- 
draulic pump package as outlined in 
paragraph 251. Remove pto shift cover 
(housing side cover), then rock top 
of clutch unit to left and remove 
through center housing front opening. 

Reinstall by reversing the removal 
procedure. After hydraulic pumps are 
installed, loosen set screw in retainer 
sleeve (4 — Fig; 255) and adjust clear- 
ance between sleeve and clutch hub 
to 0.005-0.015 by moving the sleeve 
forward or rearward as required. See 
Fig. 258. Tighten the set screw after 
adjustment is obtained, 

234, IPTO REGULATING VALVE. 
On "Multipower" transmission mod- 
els, the IPTO regulating valve is com- 
bined with the "Multipower" Control 
Valve and removal procedure is con- 
tained in paragraph 180. On models 
without "Multipower" transmission, 
the regulating valve is installed in 
pressure line leading from pump to 
clutch valve as shown in Fig. 259. To 
remove or service the valve, remove 
hydraulic lift cover as outlined in 
paragraph 247. 



OVERHAUL 

All Models So Equipped 

235. OUTPUT SHAFT. With output 
shaft removed from tractor as out- 
lined in paragraph 232, seal retainer 
(4 — Fig. 256) can be withdrawn to- 
ward rear. Seal (5) bottoms against 
shoulder in retainer bore and is in- 
stalled with lip to front. 




. Snap ring 
. Pressure pla.E& 
. Drive plates 
. Separator 

springs 
■-. Driven platea 
-. Drlvo hut. 
'. Ptslon 
;. Ptaton ring 
■. Piaton ring 
i. Clutch housing 
T Brake disc 
:. SeaJfiij? rlnKS 
'.. Valve housing 
-. ThrusL wasner 
■ . Snap rliif 
i. Wear plat* 
'. BetUria aprinff 
i. Platoni shoes 

I. Brake cylinder 



Fig. 257 — Installed view of IPTO clutch 
with pump package removed. 



S2 



Fig- 2(0 — Exploded view of IPTO multiple elite, clutch and hydraulic brake unit. 



.i 



—-^ ■' ' '"; 



MF135-MF150-MF165 




. Retainer 



. nil 



iger 



3. Sgrinj; 

4. Spacer ball 

5. Retaining Hi- 
fi. Valve spool 
T. Pin 

S. Connector 
0, HdualftK 
10. Plug 



Fig. 261 — Exploded view of modulating 
valve, valve housing and associated parts. 



Pig. 2b'l — 'Collapsed length of modulating 

valve should be 4.030 — 4.060 cs shown. 

Length ~.i. adjusted by installing a different 

site spacer ball (4 — Fig. 261). 




Fig. 263— Use assembly fool kit (Tl to in- 
stall piston Cs shown. Oil bleed hole? £E) 
are used in assembly as outlined in text 
and shown in Pig. 244. 



i iiIIIIMiii 




Fig. 264 — Insert Allen wrenches or rod ends 
1ft bleed hates IE — Fig. 263) to compress 
the separator springs during clutch assem- 
bly. Refer to text. 



Rear bearing (6) is a press fit on 
shaft and is secured by retaining ring 

m. 

236. REGULATING VALVE. Fig. 
259 shows an exploded view of IPTO 
regulating valve used on models with^ 
out "Multipower" transmission. Plug 
(5 J is strongly spring loaded and 
should be removed with care if dis- 
assembly is attempted + All parts are 
available individually except valve 
body {!). If body is damaged, renew 
valve assembly, 

On models with "Multipower" 
transmission, IPTO regulating valve 
is contained in the "Multipower" 
control valve and overhaul procedure 
if contained in paragraph 190. 

237. IPTO CLUTCH & VALVE 
UNIT. To disassemble the removed 
IPTO clutch and valve unit, place the 
assembly on a bench, valve (front) 
side down. Remove snap ring (1 — Fig. 
260), drive plates (3), separator 
springs (4) and driven plates (a). Lift 
out drive hub (6). Using two pairs 
of pliers h grasp strengthening ribs of 
piston (7) and lift out piston. 

Unseat and remove snap ring (15) 
and lift off valve housing (13) and 
associated parts. Brake disc (11) will 
be removed with valve housing. Brake 
cylinder and associated parts can be 
disassembled after removing the re- 
taining cap screws, 

To disassemble the modulating 
valve (parts 1 through 6 — Fig. 261) 
apply slight pressure while unseating 
the internal expanding snap ring (5). 
Pin (7) is used in early models only. 

Spacer ball (4) is available in alter- 
nate diameters of Va, &, rV and £4 
inch and is used to establish collapsed 
length of modulating valve within the 
recommended 4.030-4.060 as shown in 
Fig. 262. 



Paragraphs 236-237 

When assembling the clutch unit, 
use assembly tool kit (HFN 763) for 
installing the piston as shown at (T — 
Fig. 263). If assembly tool kit is not 
available, cut 5 or 6 two-inch pieces 
of y\ inch rod to serve as a guide 
when installing clutch piston. With 
piston in place, install center hub (6 — 
Fig. 2(J0) and beginning with exter- 




Fiq. 266 — Rear view of assembled I PTO 
clutch unit. 

1. Colter pin 

■'. Pressure plate 

3. Snap rlnE 




Fig. 267 — Exploded view of IPTO shift- 
cover showing lever components and detent 
plunger. 



m ■: 




Fig. 265 — Front view oF assembled IPTO 
clutch Unit. 



1, ModulaLEncr 
5. Srmn rfne 



H. TitrusL u-nslier 
1. Clutch housing 
S. Brsike disc 



Fig. 266 — Move IPTO control lever for- 
ward to disenqaqc IPTO clutch and rear- 
ward to engage clutch. 



S3 



' ' ■ L | |. 



Paragraphs 238-240 

. nally splined separator plate (5), al- 
ternately install seven separator 
plates (5), six wave springs (4) and 
six friction discs (3). Push down on 
the last separator plate to compress 
the wave springs and insert two Allen 
wrenches {or rod ends) in bleed holes 
(B — Fig. 263) as shown in Fig. 264, to 
hold the plate- in place. Install the re- 
maining friction disc and wave spring, 



then install pressure plate (2 — Fig. 
260) and snap ring (1). The restrain^ 
ing Allen wrenches can be removed 
at this time. 

NOTE: I;" new friction discs are inalalled, 
Ihey should be soaked for 30 minutes in 
transmission and hydraulic Jluid before in- 
stall at Lou. 



MASSEY-FERGUSON 

Install the assembled clutch unit as 
outlined in paragraph 233. 

238. HYDRAULIC PUMP. Power 
far the IPTO clutch and brake is 
supplied by the gear type auxiliary 
pump which also supplies the "Multi- 
power" transmission unit and/or 
auxiliary hydraulic system if so 
equipped. Refer to paragraph 253 for 
overhaul procedures. 



HYDRAULIC SYSTEM 



The hydraulic system consists ol a plo 
driven piston type pump which is sub- 
merged in the operating fluid: and a single 
acting tarn cylinder enclosed in the same 
housing. The control valve is located in the 
pump unit and meters the operating fluid 
at pump inlet. The rackshalt position can 
bo automatically controlled by compression 
or tension on the upper implement attach- 
ing link, by a cam on roekshalt ram arm 



TROUBLE SHOOTING 

AM Models 

239. SYSTEM CHECKS. Before at- 
taching an implement to tractor, start 
the engine, move response control 
lever to "Fast" position and position 
control lever to "Transport" position. 
With engine running at slow idle 
speed, check to make sure that rock- 
shaft moves through full range of 
travel as draft control lever is moved 
to "Down" and l 'Up" positions. Using 
the draft control lever, stop and hold 




Fig. 249 — Hydraulic lift centre! quadrant 
typical at thai used on all models. 



l>. DmtT control love' 
M. Sector marks 
p. Position contra] 

lever 
K. Drn.IL reSPOftM 

lever 



or by pressure in the ram cylinder. The sys- 
tem can be used to control rockshcrft height 
[implement depth) or to transfer implement 
weight to rear tires for additional Erection. 
The system differs from, earlier Massey-Fer- 
guson systems in that the control valve is 
spring-loaded toward thq intake, or raising, 
aide; and by the use of a dashpot to con- 
trol implement response, rather than valve 
position. 



the movement with lower links in an 
approximately horizontal position, 
lever should be centered between the 
sector marks (M — Fie. 269) on quad- 
rant. 

Attach an overhanging implement 
such as a plow to the links. With 
draft control lever in "Up" position 
and engine running at slow idle speed, 
raise and lower the implement a lit- 
tle at a time, using the position con- 
trol lever. Implement should move in 
response to the lever and hold steady 
after completion of movement, 
through full range of rockshaft travel. 
Move lever to ^'Transport" position 
and scribe a line across lift arm hub 
and lift cover. Move position control 
lever past the transport stop to "Con- 
stant Pumping 1 ' position. The scribed 
lines should be separated 1/16- Va inch 
and relief valve should sound. 

Hold the implement clear of the 
ground using the draft control lever 
(Position lever in "Transport"). If 
draft control spring is properly ad- 
justed, system should respond to the 
application of pressure or lifting force 
to rear of implement, lowering when 
pressure is applied and raising when 
rear of implement is lifted. 

Check system pressure and flow as 
outlined in paragraph 240. If system 
fails to perform as indicated, adjust 
as outlined in the appropriate follow- 
ing paragraphs and/or overhaul the 
system. 



A gear type auxiliary pump is optionally 
crdd^d to supply pressure for control of the 
"Multipower" and IPTO clutches; and/or 
pressure and flow lor remote hydraulic cyl- 
inder applications. 

The transmission lubricant is the operat- 
ing iluid for the hydraulic system. Massey- 
Fetgasan M-1129 Fluid is recommended. 
System capacity is 8 gallons. 



240. PRESSURE AND FLOW, Two 

different main hydraulic pumps have 
been used. On early tractors, relief 
valve setting was 2350 psi and rated 
delivery was 4.5 gpm @ 2000 engine 
rpm & 1500 psi. On late models, relief 
pressure has been increased to 2550 
psi and pump delivery to 4.8 gpm. 
On models with pressure control, the 
system relief valve has been elimi- 
nated and maximum system pressure 
is determined by pressure control 
mechanism adjustment as outlined in 
paragraph 243. 

The gear-type auxiliary pump may 
be any of several types, depending 
on date of manufacture and auxiliary 
uses. Only those with auxiliary hy- 
draulic system affect the hydraulic 
lift system adjustments and tests. Re- 
fer also to paragraph 186 for pressure 
tests on "Multipower" and IPTO hy- 
draulic circuits. On early models with 
auxiliary hydraulic system and "Mul- 
tipower", the gear- type pump sup- 
pi ied a priority flow of 2 gpm to 
the "Multipower" control valve and 
7 gpm @ 2000 engine rpm to the 
auxiliary hydraulic system. Late mod- 
els with auxiliary hydraulic system 
plus "Multipower" oc Independent 
Power Take-Off use dual hydraulic 
pump, with the small set of. gears 
supplying 4 gpm to the "Multipower 1 ' 
and/or IPTO control circuits and the 
large set of gears supplying B gpm to 
the auxiliary hydraulic system. A 



84 



MF135-MF15G-MF165 




Fig. 270 — Lever support bracket and infer- 
nal linkage showing points of adjustment. 



A, AdjM.Hliiufucn 



I\ 1'orLi'IUK 

fl, Alljtisttru; BOW 

T, Ai\Ju*Uni.-UJhL. 




Fig. 271 — View of hydraulic control quad- 
rant used on models equipped will) Pres- 
sure Control. 



combining valve is optionally avail- 
able to combine the flow from both 
hydraulic system pumps for auxiliary 
or remote hydraulic use. 

On models with Pressure Control, 
main pump pressure can be tested by 
installing a suitable pressure gage 
in pipe plug opening (P— Fig. 270) in 
hydraulic lift cover. With gage in- 
stalled and engine running at slow 
idle speed, move draft control lever 
(Fig. 271) to top of quadrant as 
shown in Fig, 272. Move inner quad- 
rant control lever fully forward to 
low end of pressure control range. 
Gage pressure should read approxi- 
mately 20 psi. 

Move inner quadrant control lever 
up pressure control range a little at 
a time, while noting gage pressure. 
Reading should increase at an even 
rate as lever is moved, until lever 
reaches "Constant Pumping" range. 
Maximum reading should be 2500- 
2650 psi for Models MF135, MF150 
Std. &, MF150 High Clearance Gaso- 
line. Maximum pressure should be 
2350-3100 psi for MF150 High Clear- 
ance Diesel and all MF1G5. If adjust- 
ment is not as indicated, adjust as 
in paragraph 243 or overhaul as in 
paragraph 253_ 

Auxiliary pump pressure and flow 
can be tested by installing suitable 
test equipment in breakaway coup- 
lings. On models equipped with the 
combining valve, pressure and flow 
of both systems can be tested by con- 
necting a flow meter to breakaway 
couplings. Tests should be conducted 
at rated engine speed (2000. rpm) 
with transmission and hydraulic fluid 
at operating temperature, proceed as 
follows: 

Hove inner quadrant control lever 
to "Down" in Position Control Range 
or close the combining valve. Move 
auxiliary valve lever to "Raise" posi- 
tion and check auxiliary pump flow 




Fig. 272 — Inner quadrant control lever op* 
erates the position control range and pres- 
sure control range as shown. 



Fig. 273 — Master control spring tan be 
checked by disconnecting the linl from lift 
cover, then pushing and pulling on clevis, 
To make an adjustment of remove; the 
spring, loosen se* screw (S) end rum nut 

tin. 



=www.maskinisten.net 

Paragraphs 241-242 

which should be approximately 7 
gpm for early models or 8 gpm for 
models with late pump. Move inner 
quadrant control lever to "Constant 
Pumping" position and/or open the 
combining valve and check the com- 
bined flow. 

Close the restrlctor valve on flow 
meter while observing pressure and 
flow. Relief pressure of the main, hy- 
draulic pump will be indicated when 
flow drops. To check the relief pres- 
sure of auxiliary pump, isolate the 
main pump by closing the combining 
valve. 



ADJUSTMENTS 
AIE Models 

241. CONTROL SPRING ADJUST- 
MENT. To check: the master control 
spring, disconnect the master control 
spring link as shown in Fig. 273 and 
check for end play by pushing and 
pulling on the clevis. If end play is 
present, loosen the Allen head set 
screw (S) in side of housing and un- 
screw the retainer nut (N), using the 
special spanner wrench FT-358. With- 
draw the master control spring as- 
sembly as shown in Fig. 274. Remove 
the groove pin (P) and turn the clevis 
on control spring plunger until spring 
is snug but can still be rotated by 
hand pressure. Align one of the slots 
and insert groove pin. 

Reinstall control spring assembly 
and turn retainer nut into housing 
until all end play is eliminated. NOTE: 
End play will exist if nut (N — Fig. 
273) is either too tight or too loose. 
Tighten Allen head set screw (S) to a 
torque of 40-65 inch-pounds and com- 
plete the assembly by reversing the 
disassembly procedure. 

242. VALVE SYNCHRONIZATION. 

The control valve, located in the pump 
body, must be synchronized with the 
control linkage located on the top 
cover, whenever either unit is re- 
moved, or as a check whenever trou- 
ble exists. To synchronize the linkage, 
drain the system down until the side 
cover containing the response control 
can be removed, then remove the 



^CONTROL SPRING 1 ! (? 




IftEYTSl 



Fig. 274 — Control spring assembly removed 

from cover, Remove pin (PJ to turn clevis 

for spring adjustment* 

85 



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Paragraphs 243-245 

Start and idle the engine, move 
position control lever to "Transport" 
position and center draft control lever 
between the two sector marks on 
quadrant. Reaching through side open- 
ing, move valve control lever (L — Fig. 
275) forward and allow lift arms to 
lower, then release the lever and al- 
low it to rest against adjusting screw 
(S). Thread adjusting screw (S) into 
control arm (A) until lift arms start 
to raise, then back the screw out until 
lift arms are stationary. 

Check for proper response to draft 
lever setting by moving the lever to 
"Up", "Down" and neutral position 
as outlined in paragraph 239; then 
check (and readjust if necessary) the 
transport stop setting. 

243. PRESSURE ADJUSTMENT. 
Main mimp relief pressure is con- 
trolled by the same valve which re- 
gulates the weight transfer (Pressure 
Control) hitch. Adjustment must he 
made after valves are synchronized as 
outlined in paragraph 242 or if pres- 
sures were incorrect when tested as 
in paragraph 240. 

To make the adjustment, remove 
plug (p — Fig, 270} from either side 
of lift cover and install a 3000 psi 
capacity pressure gage. Move draft 
control lever to transport position and 
inner quadrant control lever to "Con- 
stant Pumping" position. Start and 
idle the engine, then turn pressure 



MASSEY-FERGUSON 




Fiq. 275 — Infernal hydraulic tOIUrol linkage 
showing points of final adjusrmenr. Dotted 
lines Indicate approximate positions, of 
draft response com (RJ ana" valve control 
lever <L). 

A. Control ami lever 

C. Control dlapbrftsm P. Pressure central 

D. DoAhpot screw 
adjusting screw R. Reapone cam 

U Valve cantrul 5. Adjuattaft BoreW 



£6 




Fiq. 27fi — To adjust rhe draft response, re- 
moYG conrro] coyer as shown. Movo lever 
{LI until distance (A) from rear stop meas- 
ures 3/16'inch and remove plug from port 
(P) to make the adjusrmenr. 



control screw (P — Fig. 275) in or out 
until lever (L) starts to hunt or waver 
between intake and exhaust At this 
point, back screw (P) out until gage 
pressure rises and holds steady. The 
setting is correct when diaphragm 
plunger of control (C) is In contact 
with screw (P) and the highest even 
pressure is obtained. 

Gage pressure should be 3100 psi 
far MF165 or MF15Q High Clearance 
Diesel; or 2650 psi for other models. 
If it is not, turn pressure adjusting 
tube (T— Fig, 270) either way as re- 
quired until the correct reading is 
obtained. 

244. RESPONSE ADJUSTMENT. 
To adjust the response control, remove 
response control cover and plug as 
shown in Fig. 276 and move lever (L) 
toward the slow position until dis- 
tance (A) from rear stop measures 
3/16-inch. Reaching through plug port 
(P), loosen the dashpot plunger ad- 
justing screw (D — Fig. 275) slightly 
to release plunger rod, then rctighten 
screw to a torque of 2-3 ft. -lbs. 

NOTE: Dashpot plunger adjusting- screw 
is an Allen head screw in some models, a 
hex head cap screw on others. Check to 
make sure which type of screw is -used 
before attempting to make the adjustment. 

2-15. TRANSPORT STOP ADJUST- 
MENT. On Models without pressure 
control, the transport stop (T — Fig. 
277) should be adjusted to provide a 
full range of operation for the lift 
system rockshaft, allowing the con- 
trol valve to return to neutral in the 
transport position, yet still provide 



Fiq. 277 — View of control quadrant used 
on models wirhour pressure control, show- 
ing transport stop. 




Fig. 278— Place chisel marks (Ml an lift 

arm ID and cover (H) with rockshaft in 

transport position, Refer to text. 




Fiq. 279 — Turn stop screw (5) until clear- 
ance (A) measures Q.liO-Q.l 80. Draft con- 
trol lever must he in "Up" position qj 
shown in inset. 



MF135-MF150-MF165 




Fig. 230 — Use gage block IG) or chisel 
marks ( M ]■ to position rockshaft in trans- 
port position. Refer to text. 




Fig. 281 — Adjusting draft control linkage. 
Inse* shows proper position of control 
levers on models without pressure control. 



A. Aiju*Ua 


■ icnw 


R. G.iiJ 


6. Cteirarre 


a rn.nno- 


I... Control arm 


o-.OflQ) 




X. I.ocknut 

If, l>n^l3|iot iftttRK 




Fiq. 2B2 — Adjusting position control link- 
age. Inset shows proper setting of control 
levers on models without pressure control. 



B, AiiiustLtiK serew 


G. 


Gap 


C. Clearance (O.OOfl- 


L. 


Control arm 


O.O02) 


N. 


Lochia ut 




K. 


Da-shuo: piling 



for a constant pumping position for 
auxiliary hydraulic use. 

To adjust the transport stop, start 
the engine and run at slow idle speed. 
Move the position control lever (P] 
past transport stop (T) to "Constant 
Pumping" position. Engine should la- 
bor slightly and hydraulic pressure 
relief valve should sound. With posi- 
tion control lever in constant pumping 
position, scribe a line across the junc- 
tion of One lift arm (L — Fig. 278) and 
housing (H) as shown at (M). Move 
the lever (P — Fig, 277) back down the 
quadrant, then back up to a position 
resting against the transport stop (T); 
the two marks (H— OFig. 278) should 
now be separated by a distance of 
1/16-Vb inch, if they are not, loosen 
the two nuts (N — Fig. 277) and slide 
the stop (T) on quadrant until the 
correct adjustment is obtained. With 
transport stop correctly positioned and 
lift arms in fully raised ("Transport") 
position, place chisel marks (M — Fig. 
278) on housing (H) and lift arm (L) 
in a convenient place for future ref- 
erence. 

246. INTERNAL LINKAGE AD- 
JUSTMENT. To adjust the internal 
lift linkage, first check to make sure 
lift arm transport position is marked 
as outlined in paragraph 245, then 
remove hydraulic lift cover as in par- 
agraph 247. Check and/or adjust the 
control spring as outlined in para- 
graph 241. 

Invert the lift cover in a fixture 
or on a bench, blocking up the cover 
so that rockshaft can be moved to the 
normal raised "Transport" position. 
Move draft control lever to full "Up" 
position and, using Massey-Ferguson 
special gage MFN-124 or an 11/64- 
inch drill bit as a gage, adjust the 
clearance (A — Fig. 279) to 0.160-0.180 
by turning stop screw (S) as required. 

Position the rockshaft in transport 
position using the special Massey- 
Ferguson tool MFN-970, as shown at 
(G— Fig. 280). NOTE: Two different 
lift covers are used; before position- 
ing the gage, measure front flange 
thickness of cover. If front flange is 
%-inch thick, side of gage marked 
" + 470" must face ram arm. If front 
flange is 1 ^-inches thick, side marked 
",636" must face ram arm r If the spe- 
cial gage is not available, align the 
previously scribed transport position 
alignment marks (M — Fig. 276), then 
tighten cap screw £C— Fig. 280) (or 
screws) in one end of rockshaft until 
shaft will maintain a fixed position 
with marks (M) aligned. 



Paragraphs 246-247 

To adjust the draft control linkage, 
refer to Fig. 281 and proceed as fol- 
lows: Move position control lever to 
"Constant Pumping" position and cen- 
ter the draft control lever between 
sector marks on quadrant as shown in 
inset. Block the draft response 
plunger (R) in fully extended neutral 
position by inserting the Massey-Fer- 
guson special wedge (MFN-163) or 
other suitable wedge in gap (G) be- 
tween plunger (R) and plunger guide. 
Apply a light (approximately 3 lb.) 
pull to end of vertical control lever 
(L) in direction Indicated by arrow, 
loosen locknut (N) and turn adjust- 
ing bolt (A) in or out as required un- 
til clearance (C) between lever (L) 
and plunger (R) is O.OOG-0.002. Lock 
the adjustment by tightening locknut 
(N). 

To adjust the position control link- 
age, refer to Fig. 282. Move draft con- 
trol lever to "Up" position and posi- 
tion control lever into contact with 
transport stop as shown in inset and 
block the draft response plunger (R) 
in extended position as indicated for 
draft linkage adjustment. Apply a 3 
lb. pull to end of vertical lever (L) 
in direction of arrow and turn ad- 
justing screw (B) In or out as re- 
quired until clearance (C) between 
plunger (R) and lever (L> is 0.000- 
Q.002. Tighten locknut (N) to secure 
the adjustment. Refer to Fig. 270 for 
view of linkage on models with pres- 
sure control. 

Synchronize the linkage with con- 
trol valve after cover is installed, as 
outlined in paragraph 242. 

LJFT COVER 
AH Models 

247. REMOVE AND REINSTALL. 
To remove the hydraulic lift cover, 
first remove seat and seat frame and 
disconnect upper lift links from lift 
arms. On models so equipped, discon- 
nect control beam (6 — Fig, 284) from 
clevis (16). On all models, drain hy- 
draulic system fluid down until re- 
sponse side cover can be removed and 
remove the cover. Reaching through 
side opening, spread valve control 
lever arms (L — Fig. 283) and remove 
roller (R). 

Remove transfer plate (3 — Fig, 284) 
or auxiliary valve. On early models 
without pressure control, withdraw 
siandpipe (2). On early models with 
pressure control and all late models, 
the standpipe contains a welded tee- 
block and cannot be withdrawn from 
above. 

Remove the attaching cap screws, 
then using suitable hoisting equip- 
ment, carefully remove the cover. On 

87 



=www.maskinisten.net 



Paragraph 248 

models with pressure control, if upper 
end of pressure tube (2— Fig. 289) is 
square cut, grind a 15" chamfer to lead 
into O-ring in standpipe tee block. 

Keep cover level when installing. 
On. models with welded tee block in 
standpipe, install standpipe in lift 
cover from bottom and push pipe up 
up far as possible. Make sure linkage 
support bracket on cover is positioned 
between arms (L — Tig. 283) of valve 
lever. Tighten the cover retaining cap 
screws to a torque of 50-55 ft.-lbs\, 
reinstall valve lever roller {R) and 
complete the installation by reversing 
the removal procedure. Synchronize 
valve linkage after cover is installed, 
as outlined in paragraph 242. 

243. OVERHAUL. Refer to Figs. 
2&4, 285, 286 and 287 for exploded 
views of lift cover and linkage. Lift 
cover also contains draft response 
dashpot (and pressure control valve if 
so equipped). Dashpot and control 
valve may be removed and over- 
hauled at this time as outlined in 
paragraphs 249 and 250. 

Lift arms, ram arm and rockshaft 
all have master splines for correct 
assembly. Rockshaft bushings are a 
slip fit in top cover bores. 

To remove the control quadrant and 
associated parts, first remove the 
countersunk set screw (R — Fig. 284) 
then withdraw the unit as an assem- 
bly, With quadrant out, control cams 
can be withdrawn after loosening the 
retaining set screw and withdrawing 
the pivot shaft. 

NOTE: Guide rods for control cam 
return springs (34 — Fig. 286) are 
drilled near loose end to assist in dis- 




Fig. 2 S3 — -Control valve lever [LI and 
roller IR) assembled to pump unit. 



S3 



MASSEY-FERGUSON 




1. Lift cover 
2, Stn '.■'. plpo 
:i. Transfer plats 
A. Lock ball 
S; Set screw 
<; Control beam 
T, Overload slop 

!*. Bushing 

10. Rocker 

11. Sprlnf swlI 

I'i, Control sprint, - 

13. Adjust tiiir nut 

K. Cover 

13. Pin, 

1«;. Clevis 



Fig. 234 — Hydraulic lift cover stowing master control spring end associated parts. 
Countersunk screw 1R} retains control quodant. 



F3g. 285 — Exploded view 

of ram cylinder, roeVshdft 

and associated parts. 



17 T Cylinder 
lfl. "O" ring 

1SJ. Piston rin£\3 
28. Ram piston 
Si. Conaecting rod 
S3, Locteellp 
'.13. Uft ami 
21. "O" ring 
■>"•. Push Jn k 
HE, Rni» arm 
2T„ I lock shaft 
2S. Uft arm 



23 24 25 28 27 W) 28 




Fig. 2B6 — Hydraulic lift 
infernal control linkage. 



. .Adjusting tiolt 

. Sti|ii.orl bmcTfet 

. Pivot yoke 

. Control arm 

. Adjusting mcts"- 

. Spring 

. Cam roller 

. Adjusting screw 

. Potion control nrm 

. Ttetuni sprlrtg 

. Position control cam 

. Draft control cam 

. Pivot slmCt 

. Draft Control rod 

. Stop screw 

. Cam relief 

. Draft control shaft 

. Cam roller 

. Position control sJiaft 

. Position control iev*r 

. Drjift Control lever 



i] 45 45 44 




34 37 3S 34 33 



MF135-MF150-MFU5 




Fi-g- 287 — Hydraulic lift internal control 1 
linkage used on models with Pressure Con- 
trol. 



23. AfijustlfLff byii 

30. Sujpport Qracflwt 

31. Pivot yoke 
3H. Control arm 

33. Adjusting screws 



S8. Adjusting screw 
3S. Return spring 
'iij. Frcisure control 



assembly and assembly. Compress the 
springs and insert cotter pins through 
drilled holes to retain the springs. 

Remove master control spring and 
Dssociated parts as outlined in para- 
graph 241. Refer to paragraph 249 for 
overhaul of response control dash- 
pot and to paragraph 250 for service 
on pressure control valve. Assemble 
the cover by reversing the disassem- 
bly procedure and adjust as outlined 
in paragraphs 241 through 246. 

249. DRAFT RESPONSE DASHPOT, 
The draft response dashpot assembly 
(Fig. 288) attaches to lever bracket 
(30— Fig. 286 Or 2B7), and can be re- 
moved after removing lift cover as 
outlined in paragraph 247. 

To disassemble the dashpot, loosen 
adjusting screw (18 or 18A — Fig. 288) 
and remove adjustment rod (20) and 
spring (19). Invert the housing and 
remove plunger (17), needle (15) and 
spring (14). Ball (16) was used on 
some models only. Depress piston rod 
and guide (8) and remove snap ring 
(7), then remove spring (9), piston 




Fig 



289 — Exploded view of pressure con- 
trol valve ana" associated parts. 



1. Adjusting tub* 


7. Piston 


2. Pressure tube 


B. Piston 


3. Pressure tavkm 


0. Body 


4. Spring guide- 


10. Valve 


3. FilQt 


11. SurLnn 


G. Plunder 


i-2. Simp r 



(10) and spring (11). Expansion plugs 
or guide (12) can be removed from 
body if renewal is indicated. 

Assemble by reversing the disas- 
sembly procedure, using Fig. 288 as a 





3 4 

Fig. 23S- — Draft response dashpot, control cover and associated pqrts- 



1. Control 

2. Response [ever 

3. Port plug 
-I. Side cover 
5. Spring 

Q. iAi ;> f L response 

cam 
T, Snap rimr 
S. Plunder & 

bushing 
0. Sprlnt" 
10. Un.ahcDt platan 
It. Siiriru: 

12. Guide 

13. D.Tshpot 

14. Spring 



1.". Response needle 
HI. Stu-ei ball 
IT. Valve plunger 
18. Adjusting flerew 
ISA. Adjusting screw 
I&. Spring- 
30. Needle 



Paragraphs 249-250 




Fig. 290 — Exploded view of pressure con- 
trol diaphragm* 
I"> Cover 3. DiaiJhraRm 

2. Spring j. i^dy 



guide. Adjust as outlined in para- 
graph 244 after tractor is assembled. 



250 + PRESSURE CONTROL 

VALVE. The pressure control valve 
shown exploded in Fig. 289 serves 
the dual purpose of providing pres- 
sure relief for the main hydraulic 
pump during normal operation; and 
providing weight transfer for added 
traction when using some types of 
pulled or mounted implements. 

Pressure line (2) is connected to 
welded tee-block in standpipe, and 
ram cylinder pressure acts against 
servo piston (7) which is held closed 
by the variable rate spring (3). The 
spring is compressed to the maximum 
when inner quadrant control lever is 
in "Position Control" or "Constant 
Pumping" position, and is released at 
a uniform rate as lever is moved to 
low end of "Pressure Control" sector 
of quadrant. When pressure valve Is 
correctly adjusted and operating pro- 
perl y y pressure in the ram cylinder 
circuit should be 20-40 psi with inner 
quadrant control lever at extreme 
"Low" end Of quadrant and should 
increase at a steady rate as lever is 
moved, until the specified relief pres- 
sure is obtained as lever moves into 
"Constant Pumping" sector of quad- 
rant. 

The servo piston (7) and matched 
sleeve (B) connect the control dia- 
phragm assembly (Fig. 290) to con- 
trol passage of pressure valve. When 
servo piston is against stop pin in 
valve body (9 — Fig. 289) the dia- 
phragm passage is open to reservoir. 
As pressure builds up in ram cylin- 
der circuit and piston (7) moves up- 
ward against spring pressure, the dia- 
phragm exhaust passage is closed. 
When the pressure limit is reached, 
fluid passes servo piston to diaphragm 
passage, extending the diaphragm 

S9 



=www.maskinisten.net 



Paragraph 251 




Fig. 251 — Side of rear alls center hous> 

tag showing hydraulic pump positioning 

dowel pin -IP]. 



plunger to move the main hydraulic 
pump control arm to neutral. 

Relief valve (10) is pre-set at a 
Slightly higher pressure than dia- 
phragm return spring (2 — Fig;, 290). 
The valve provides a safety relief 
passage if diaphragm plunger mal- 
functions or system is improperly ad- 
justed. 

To disassemble the pressure control 
valve, refer to Fig. 289 and proceed 
as follows: Withdraw adjusting tube 
(I), spring (3) and guide (4), then 
unscrew and remove pilot (5). Using 
needle nose pliers, carefully withdraw 
servo piston (7) and remove piston 
sleeve (8) using a hooked wire. Re- 
lief valve (10) and spring (11) can 
be removed after removing snap ring 
(12). Servo piston (7) and sleeve (8) 
are available only as a matched set. 
All other parts are available indU 




Fig. 2?2 — Reposition the pump package 

and remove elbow (TJ when removing tJie 

unir. 

1. Elbow 

£. Auxiliary puron 

3. Drive gear 

90 



Fig. 293— Exploded view 

of "Multi power" pump 

and associated parts. 

1. Drive Efiftr 

2. Main hydraulic pump 

M. Mounting brnckot (early) 

3A, Mounting bracket (late) 

-!. Dowel 

■">. Multipolar pump 

0. Adapter 

7, Preaaura ho&B 

8. Purnp cover 
fl. Follow Eear 

l'l. Driven gcitr 
It. Bushings 

12. Seal ring 

13. Pump body 
H. Drive g-ear 
1>. Valva BG&t 
Eft, Relict valve 
IT. Spring 

16 r Adjusting screw 

ll>. Retaining acrow 

20. Retaining ivaaher 

21. S<- ■'.'.■■• bearing 

22. rjlcr gear 
2.1, Idler aJiafi 



MASSEY-FERGUSON 



!3 15 14 




20 19 



Fig. 294 — EiplocM view 
of auxiUarY pump drive 
fear frain and associated 
parts used on late mad- 
els 



.. Main hydraulic purr 
i. Auxiliary pump 
!. Snap ring 
{. Idler shatt 
i, Mounting bracket 
i. Pump jear 
'. Snap ring 
:. Thrust washer 
i. Idler gear 
>. Needlo roller 
. Spacer 
'.. Bushing 
;. Drive gear 
. Bracket 



virtually. Examine all parts carefully 
and renew any which are worn, 
scored or damaged. Assemble the 
pressure control valve be reversing 
the disassembly procedure. Adjust as 
outlined in paragraph 243 after lift 
cover is reinstalled. 

MAIN HYDRAULIC PUMP 
Afl Models 

251. REMOVE AND REINSTALL. 
To remove the hydraulic system pump 
on models not equipped with aux- 
iliary pump, first drain system and 
remove lift cover as outlined in para- 
graph 247. Collapse and remove the 
drive shaft coupler and remove pto 
output shaft. Remove the dowel pin 
(P — Fig. 291) from each side of rear 
axle center housing, then lift hydrau- 
lic pump out through top opening. 





Fig. 295 — Hydrpulie pump with 
removed. Rfffer to Fig. 297 for 
tlfiefltifln. 



valve lever 
parts iden- 



MF135-MF150-MF165 



21 17A 



Cap nut 


IB. 


Actuating rod 


Snap ring 


13 


Rollora 


Collar 


IF 


Pin 


Guide 


15 






16. 


Retainer 


Oscillator 


1? 


Valve- spool 


Retainer 


liA. 


Scaling i'.'.i.-; : ■r/ 


Snap ring 


IK 


"O" rings 


Pin 


10 


Spacer 


Drive rod 


BO. 




Spring- 


21. 


Spacer washer 




On models equipped with auxiliary 
pump, drain the system and remove 
hydraulic lift cover as outlined In 
paragraph 247 and transmission top 
cover as in paragraph 175. Remove 
step plates and disconnect brake rods 
& multipower pressure line (if so 
equipped). Support transmission and 
rear axle. center housing separately, 
remove flange bolts and separate trac- 
tor at rear of transmission housing. 
Disconnect and remove auxiliary 
pump hydraulic lines leading to side 
cover and IPTO clutch valve on mod- 
els so equipped. Remove pump 




l. Cap nut 

22. Coupler 
22A. Gear ti CoupW 

23. Bushing 
24-. Frort cover 
25. VaJvo chamber: 
Efi. Cwn bloctt 
27. OspS]liLtor drive 
23. Piston 
20. Piston rings 
20. Qaxa block 

31. Camaha.lt 

32. N«dle bearing 

33. Rear body 

34. InLake noosing 

35. filter bowl 
SO. FllLor element 



37. Filter cover 

38. Gasket. 

38. ReaJ cover 

40. Push stud 

41. Actuating lav 

42. Roller 

13. Relelt valve 



Fig. 297 — Exploded view of hydraulic system pump and associated parts. 



Paragraph 251 Cont. 



If 



Fig. 29S — Disas- 
sembled view of 
pump valve ch em- 
ber showing poppet 
type intake and ex- 
haust rahret 



h 



Fig. 2¥A— Exploded view of hydraulic pump control valve and camshaft driven oscljlajor 
which prevents valve from sticking. Nut <1) is shown In proper relation to pump hous- 
ings, In Fig. 297. 



mounting dowel (P — Fig. 291} from 
each side of rear axle center housing 
and slide pump package forward 
through front opening of rear axle 
center housing. 

NOTE; On some models with auxiliary 
hydraulic system, it is necessary to reposi- 
tion pump and remove elbow (1 — Fig, 292) 
before pump package can bo withdrawn. 

A number of changes have been 
made in main hydraulic pump, auxil- 
iary pump and auxiliary pump 
mounting brackets. Fig. 293. On early- 
models using bracket (3), backlash 
adjustment of auxiliary pump drive 
gears was made by loosening the four 




stud nuts securing bracket to hydrau- 
lic pump (2) and shifting bracket on 
pump. On models using bracket (3A), 
shims are interposed between auxil- 
iary pump (5) and mounting bracket. 
The pump mounting shims can be 
used for backlash adjustment on 
earlier models. Shims are available in 
thicknesses of 0.002, 0.005 and 0,010, 
and recommended backlash is 0.002- 
0.005. 

On late models, the gear train 
mounting plates serve as pump sup- 
port. Refer to Fig. 294. Gear train 
must be disassembled to remove 
pump. Idler gear (&) contains 22 loose 
needle bearings {10). Gear backlash 
is not adjustable; renew parts con- 
cerned if backlash exceeds 0.015 be- 




Fig. 2f? — Use a suitable ring compressor 
as shown when installing side chamber. 



91 



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Illustrations 



MASSEY-FERGUSON 




Fig. 300 — Exploded view of Wooster 4 

qpjn pump vsed on early models with 

Multipowei* transmission. 



Fig. 303 — Exploded view 
of the gear-type Cessna 
auxiliary pump and as- 
sociated parts. 



1. Kloiv divider spool 

£. Priority relEet v.ilve 

,'l. Ad justing .!;:::..; 

4. Auxiliary rellet valve 

5. PumD body 

5, Intake Acr*ea 

7, Mount Eng* shtm pack 

8. M. :■■::■.!!:::■■ bracket 
0. Gear it coupler 

10. Driven pear 

11. Follow fit.li- 

12. Diaphragm 

13. Guhet 

14. Protector 

15. Seal 
Ifi. Cover 
17. Washer 
IS, Drive gear 
10. Idler een.r 
110. Needlo rollers 
21. IdferstOJl 



}%\V Hi 




Tffte 




1, End Co- 



3. Follow gear 
■I, Driven gear 
5. Wear plait 
B. Seal 
T. Seal 
8. Seal 
ft. Body 

10. Valve ball 

11. Serine guldi 

12. Spring 




Fiq. Sffl — Exploded view of 4 qpm servic 
pump available through ports Stock. 




1. End cover 

2. Sealing rinG 

3. Pressure plale 

4. Snan rlnE 

5. Driver gear 

6. Follow £ea.r 
t. Driven aha.£t 
8. Body 
■9. Valve nail 

10. Guide plale 

11. Spring 

12. Adjusting pJBg 



1, 


Adjusting pSRg 


? 


Seat 


3 


Spring 


4 


Poppet 


* 


Sail 


o. 


Front body 




Seal 


« 


Seal 


ft 


Pressure plate 


10. 


Dowel stud 


n 


Follow .gear 


ltt 


Driven jjear 


HX 


O-rln* 


14 


Seat 


ir> 




1H 


Rear boiy 


Vi 


Follow E-oar 


IS 


Driven gear 


10 


D-rlng 




Piston 


"1 


Plate 


'>■.■ 


Spring 


".-■. 


End eaves' 


•M 


Adjust Errg acre 



Fig. 302 — Exploded view of Plessey 4 gpm 
pump used on late models w equipped. 

92 



11 12 



Fig. 304 — Exploded view of Werner Motive Dual Section pump used on late models with 
auxiliary hydraulics. 



o 



MF135-MF150-MF165 

tween any two gears. Tighten retain- 
ing bolts to a. torque of 30-35 ft.-lbs. 

252. OVERHAUL. To disassemble 
the removed hydraulic pump, pull 
straight out on actuating lever (41 — 
Fig. 295) to free lever from retaining 
stud (40), then lift the lever off of 
actuating rod (12) and rollers {13). 
Remove coupling (22— Fig. 297) or 
drive gear (22A) on models not 
equipped with late auxiliary pump 
drive. Remove nut (1) and unbolt and 
remove pump cover (24). Remove ac- 
tuating pin (14 — Fig. 296) and rollers 
(13) and disconnect oscillator (6) 
from cam follower (27 — Fig. 297). 
Remove control valve and oscillator 
assembly from the pump. 

The control valve is serviced as a 
matched assembly which includes the 
spool (17) and three sealing washers 
(17A). To disassemble the control 
valve Spool, first remove retaining 
ring (2) and pin (9) and remove os- 
cillator (6) and associated parts; then 
remove snap ring (15), retainer (16), 
actuating rod (12), spring (11) and 
oscillator drive rod (10) from spool. 
To remove the sealing washers (17A), 
unbolt and remove rear cover (39 — 
Fig. 297} and intake housing (34) 
from rear body (33) and push sealing 
washers (17A— Fig. 296), spacers (19 
& 20), O-rings (18) and spacer washer 
(21) from rear body. Assemble by 
reversing the disassembly procedure, 
using Figs. 296 and 297 as a guide. 

Withdraw side chambers (25 — Fig. 
297) from pistons (28). Side chambers 
contain poppet type inlet and exhaust 
valves as shown in Fig. 298. Valves 
and associated parts can be removed 
for cleaning or parts renewal after 
removing the retaining snap rings. 
Use a suitable ring compressor as 
shown in Fig. 299 when installing pis- 
tons in valve chambers. Tighten pump 
retaining stud nuts to a torque of 30- 
35 ft.-lbs. 



AUXILIARY PUMP 

All Models So Equipped 

253. A number of different auxiliary 
pumps have been used. Refer to Figs. 
300 through 304. Pumps shown in Fig. 
300, 301 and 302 are used on tractors 
equipped only with "Multipower" 
transmission, Independent Fower 
Take-Off, or a combination of the 
two. Pumps shown in Fig H 303 and 
304 are used for auxiliary hydraulic 
applications as well as for "Multi- 
power" or IPTO pressure. 

WOOSTER 4 gpm pump: Refer to 
Fig, 300. End bearings (5) are pres- 
sure loaded and balanced to control 



Paragraphs 252-253 



Fig. 305 — Duql auxiliary 

valve, manifold plates end 

associated parts. 



2. Valve lines 

3. Bleed llnu 

4. Man Hold 

5. side cover 

II. Pump Inlet hnft 

T. Manifold 

B. Pump nuxLUary Iftu 




gear end clearance. Note location of 
bearings and gears and return them 
to same relative position when reas- 
sembling. Bearings, gears and pres- 
sure relief valve components are 
available individually. If body (7) or 
end cover (1) are damaged, renew 
the pump. 

WARNER MOTIVE 4 gpm pump; 
Refer to Fig. 301. Wear plate (5) is 
pressure loaded and sealed to control 
gear end clearance. Body (9) is avail- 
able from parts stock but end cover 
(1) is not. All other parts are avail- 
able individually. 

PLESSEY 4 ff j>m pump: Refer to 
Fig. 302. Pressure plate (3) is pres- 
sure loaded to control gear end clear- 
ance. Pressure plate and the two 
pumping gears are available as a 
matched kit. End cover (I) is avail- 
able separately but pump body (8) is 
not. Bearings, shaft, seal and pres- 
sure relief valve components are 
available individually, 

CESSNA Dual Delivery 9 gpm 
pump: Refer to Fig. 303. The sleeve 
for priority valve (1) and seat for 
poppet valve (4) are factory installed 
and removal is not recommended dur- 
ing pump service. With the excep- 
tion of priority valve (1) and pump 



body assembly (5), all parts shown 
are available individually. When as- 
sembling the pump, use a blunt 
pointed tool and install V-seal (15) 
in grooves in cover (16) with open 
side down. Make sure V-seal is com- 
pletely seated. Install protector gas- 
ket (14), backup gasket (13) and dia- 
phragm (12), with bronze side next to 
gears. Tighten the cap screws retain- 
ing cover (16) evenly to a torque of 
7-10 fL-lbs. 

WARNER MOTIVE Dual Section 
8/4 gpm pump: Refer to Fig. 304. To 
disassemble the pump, remove cap 
screws and stud nut securing end 
cover (23); cover will be forced off 
by pressure of spring (22). Do not 
remove high pressure adjusting screw 
(24); screw is staked in place and 
setting should not be changed. Pry 
rear body (16) from front body (6) 
using a suitable tool in the notches 
provided. If pump housings show evi- 
dence c-f wear or scoring in gear 
pocket area, renew the pump. If hous- 
ings are serviceable, gears, relief 
valves and seals can be renewed. 
When assembling the pump, omit high 
pressure relief valve spring (22) and 
its washer, and use the body cap 
screws to draw bodies together over 
dowel pins. Remove screws and cover 
and install relief valve spring. Tighten 
to a torque of 18-20 ft.-lbs. When 

93 



=www.maskimsten.net 



Paragraphs 254-255 



1. Cove-r 

2. Detent assembly 

3. Control layer 

4. Control lever 

5. Switch valves 
9. Valve body 



7. Ijoad. check: valve 

8. Valve spool 

9. Spool plus 1 

10. Sleeve 

11. Centering spring 

12. Collar 

13. End Cap 
I*. Snup fins 

15. Pin guide 
IB. Pin 

17. Spring retainer 

18. Kickoul ;■■; ■:'.::<■; 

16. Adjusting DlUK 




Fig. 30o — Exploded view of auxiliary dual control valve. A single control valve of tho 
same type mav be used. 



MASSEY-FERGUSON 

installing low pressure relief valve, 
(parts 2 through 5), tighten adjusting 
plug (l) until it bottoms, back out 
four full turns and stake in place, to 
establish relief pressure within the 
recommended range of 650-800 psi. 

AUXILIARY VALVE 
AM Models So Equipped 

254. Refer ta Pig, 305 and Fig. 306 
for exploded views. The single re- 
mote valve is similar to one half of 
the dual valve shown. 

COMBINING VALVE 
AH Models So Equipped 

255. Refer to Fig. 307 for an ex- 
ploded view of valve. The unit com- 
bines the flow of the main and auxil- 
iary hydraulic pumps providing a 
fluid flow of approximately 12 gpm 
for use of hydraulic equipment. 




Fig. 307 — Exploded view 
of combining Valve. Early 
type unit is shown al lop- 
left. 



1A. Body (early) 
IE. Body <la.te> 

2. Poppet 

3. Sleeve 
■1 T Slem 

5. Gland nut 

6. Spring 

T. Retulner 
&. B(J1 
9. Sle&Te 

10. Stem 

11. Glan.il nut 

12. Coupling 

13. Supply tube 
H. Bod 



NOTES 



94 



www.maskinisten.net 







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SHOP MANUAL 

Models BMF135 *1$F15Q 



MF165 



For' a complete listing of Massey-Ferguson models available, see the following: 

Models TE20, TO20, TO30 FE-2 

Models T035, T035 Diesel, F40, MH50, MHF202, MF35, MF35 Diesel, 

MF50, MF202, MF204 MF-14 

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Model MF285 MF-36 

Models MF670, MF690, MF698 MF-41 

Models MF230, MF235, MF240, MF245, MF250 MF-42 

Models MF255, MF265, MF270, MF275, MF290 MF-43 

Models MF3505, MF3525, MF3545 MF-44 

Models MF362, MF365, MF375, MF383, MF390, MF390T, MF398 '. MF-45 

Models MF34Q, MF350, MF355, MF360, MF399 . MF-46^ * ^ 

Models MF1 010 (Standard & Hydro), MF1020 (Standard & Hydro} MF-47" 

In addition to the books listed, we offer the following MASSEY-FERGUSON 
l&T COLLECTIONS. These comprehensive books contain individual l&T Sho^ 
Manuals with easy-to-follow service and repair information for the following 
Massey-Ferguson tractors: 

Model MF65 

Models MF85, MF88, MF Super 90, MF Super 90WR 

Models MF1 080, MF1 085 

Models MF1 1 00, MF1 130 

Model MF1 150 

Models MF11 05, MF1 135, MF1 155 ;MF-201 





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Models MF1 75, MF1 80 

Models MF205, MF210, MF220 

Models MF2675, MF2705 

Models MF2745, MF2775, MF2805 /..... MF-202 




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024185812968 



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ISBN 0-87288-129-6. 



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